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Operation of Trains 
and Station Work 

and Telegraphy 



COMPILED AND EDITED BY 

FREDERICK J. PRIOR 



ILLUSTRATED 



CHICAGO 
FREDERICK J. DRAKE & CO., Publisher! 



\3 



N (o 



Copyright, 1916 

By FREDERICK J. DRAKE & CO. 

Chicago 



Copyright, 1914 

FREDERICK J. DRAKE & CO. 

Chicago 



Copyright, 1907 
By FREDERICK J. DRAKE & CO. 

Chicago 




>CI.A437777 



PREFACE 

The proper administration and operation of the train 
department of railways is one of first importance in 
modern American railway practice. It is the department 
which comes in closest contact with the general public. 
Passenger trains must be safely run and on time. Freight 
trains are of nearly equal importance and freight must 
be handled without causing friction with shippers. In- 
telligent, skillful, well directed effort and harmony of 
action is necessary to ensure this. 

The operating forces, particularly in the train depart- 
ment have shown an improvement equally as marked as 
the improvement and progress in railways, and this for- 
ward movement continues. Railway men are on the alert 
for information, they now seek reasons before coming 
to conclusions. The result being that lailway men of 
the future will have a far wider range of knowledge than 
railway men of the past ever dreamed of possessing. 
Those in whom this spirit of inquiry has been aw r akened 
will not rest content with knowledge gained through 
personal experience alone, instead, while continuing to 
profit by experience they will supplement it with obser- 
vation, inquiry and study. 

The editors have endeavored to meet in this particular 
volume the needs of just such men. Compiled from 
many sources- it contains the essence of numerous stand- 
ard works by noted writers of authority, to whom grate- 
ful acknowledgment is made. Being largely a compila- 
tion no claim to originality is made. Doubtless some 
omissions have been made, and possibly some redundant 
matter may be found, but, even so, it is believed it will 
prove a work of much value and interest to those for 
whom primarily it is designed. 

3 



TABLE OF CONTENTS 

PART I. 

The train brakeman * 5 

The passenger conductor 9 

Dispatchers: Trainmaster: Division Superintendent.... 15 

Color blindness — How to detect it 27 

Heating passenger cars 41 

Heating cars with electricity 115 

Catechism of steam heating , 122 

Lighting passenger cars 133 

Acetylene car lighting 150 

Electric car lighting system .166 

Car generator 177 

Standard code train rules 203 

Rules for single track 206 

Rules for movement by train orders 220 

Forms of train orders 228 

Movement of trains 241 

Rules for movement by train orders 243 

Trainmen's examination 250 

Rulings of the American Railway Association 314 

Interlocking rules 343 

Block signal rules 350 

Enginemen and trainmen 359 

Train order signals 375 

Block signal examination 427 

Signalling catechism 432 

Signals of interlocking plants 443 

Pointers for conductors .453 

Pointers for brakemen 457 

Rules for operation of trains and handling of freight and 

passengers 458 

Trainmen handling brakes 474 

Appendices 493 



TABLE OF CONTENTS— Continued. 

PART II. 
TELEGRAPHY. 

Instructions for beginners 3 

Adjustment of instruments 30 

Wire signals used in taking circuit from others 41 

General rules and instructions for telegraph employes... 52 

General instructions in train order wire work 60 

General instructions in railway message wire work 69 

General instructions in commercial wire work 78 

Indexes, Part I and Part II. 



THE TRAIN BRAKEMAN. 

As a rule, young men who decide to engage in the 
railroad service as brakemen do so because there is a 
certain fascination connected with the business, due to 
the fact that they are privileged to ride through various 
sections of the country, with advantages similar to those 
for which others have to pay, affording them an oppor- 
tunity to visit different villages and cities, which serve 
to satisfy the natural longing for travel and desire for 
change of scene felt by young men, especially between 
the ages of seventeen and twenty-five. 

It is the exception instead of the rule for a man who 
changes from one road to another to be successful ; for 
this reason a young man who decides to enter the rail- 
road world as brakeman, before making application for 
a position, should carefully consider his future chances 
in connection with the position and the field for advance- 
ment ; whether or not the climate in the section of coun- 
try through which he would run will agree with his 
health; also, if the community in which the majority of 
the trainmen have their "lay over" is all that he would 
desire as a location to be made his home. 

To make a good brakeman, a young man should be 
possessed of the average amount of good common sense, 
should have a good memory and a quick ear, should in- 
cline toward being shrewd and business-like, should be 
active, possessed of a sound body and a steady nerve. 
He should be firm in his decisions, following closely his 

5 



b RULES FOR MOVEMENT OF TRAINS 

instructions and looking to the best interests of the com- 
pany, and should always be civil and polite. 

If he conducts himself in a respectable manner, and 
keeps himself neat and clean when surrounding circum- 
stances permit, he will command respect wherever he 
goes ; and if possessed of ordinary good sense and ability, 
is bound to be successful. 

He should, so far as lies in his power, see that the 
proper temperature is maintained in the cars, and that 
they are properly ventilated ; also, when running at night, 
he should see that the lamps are burning properly, and 
in a general way look after the comfort of the passengers. 

FREIGHT BRAKEMAN. 

The young man who starts in the train-service as 
freight brakeman, should at once begin to study a copy 
of the rules and instructions furnished by his employer, 
with the object in view of familiarizing himself with 
them to such an extent that he will make a showing as 
good as, if not better than usually made by young men on 
their first trip, as upon this and the following two or 
three trips depend his chances, while serving in that 
capacity, especially if there are several extra brakemen. 

During the first few months of his railroad experience, 
especially, he should use the utmost care in everything 
he does, in fact doing nothing that he does not know to 
be right. When throwing switches he should see that 
the rails "line" properly or points close up tightly. He 
should never stand beside a "switch" when a train is 
approaching or passing, in order to guard against the un- 
accountable impulse of "throwing" a switch that is prop- 
erly set. When setting brakes he should be careful to 



STATION AND TRAIN WORK / 

avoid the sliding, and consequent destroying of wheels. 
When "dropping cars in" at stations he should always 
consider it down grade until he is assured that it is not; 
in so doing he will leave no chance for them to get be- 
yond his control ; and when leaving them, if equipped 
with air-brakes, and the hand brakes are in- proper work- 
ing#order, the latter should be used to secure them. The 
air-brakes should not be depended upon, as in time they 
may release, leaving an opening for an accident. 

When giving signals with a lantern he should use 
judgment. When he wishes an engineer to move slowly 
or a short distance, signal should be given accordingly; 
emphasizing it when emphasis is needed. In fact, cool 
and deliberate judgment should be exercised in every 
move; it is essential to the proper performance of duty 
in any department of a railroad. 

He should never absent himself from duty at the dif- 
ferent terminals without permission, when there is a 
possible chance for his "crew" to be used ; and such per- 
mission should not be requested unless there are good 
reasons for so doing. 

Instead of a young man, after entering the railroad 
service, "falling in" with the "rougher" class of men 
with the object of becoming "one of the boys," thinking 
that is the only way of securing friends among railroad 
men, drifting along until his will power is so weakened 
by dissipation that he has not the moral courage to 
leave his so-called "friends," and in preference, sacrific- 
ing his position, losing all ambition in life and becoming 
what is termed a "traveling railroad man," he should 
keep none but good company, and never miss an opportu- 
nity to gather information concerning the running of a 
freight train, so that when called upon to make his first 



8 RULES FOR MOVEMENT OF TRAINS 

trip as a freight conductor he will be able to make a good 
showing. 

Once started, it is seldom one forsakes the hope that 
some day he will reach the goal of his ambition and 
tie classed as a master of intricate and numerous train 
rules, acquired not by the study alone of books, but by 
the hard grind of an everyday practical contact with ever 
changing conditions that crop up almost every hour, 
and must frequently be dealt with in a way possible only 
to those whose sole dependence is the judgment necessary 
to improvise for emergencies. 

When his bills or slips are handed him for the first 
time, none feels more elated than he, for his highest am- 
bition for years has been secured, and he begins to reflect 
on how to advance further. 

After learning the rudimentary principles of freight, 
and perhaps in addition yard service, he feels that he 
possesses qualifications fitting him for advancement, and 
because of this confidence, inspired by years of successful 
work, is finally promoted to passenger service. 



PASSENGER CONDUCTOR. 

The first duty of a conductor is to be absolutely certain 
that his train is perfectly protected and safe, protected 
against accidents by being supplied with the proper sig- 
nals ; and in case a train is delayed, to see that the rear 
man goes back with danger signals to warn an approach- 
ing train. This is a very important duty, and no con- 
ductor can be too careful in properly protecting his train, 
as many accidents have happened by short flagging. 

He must know his engineer and men, and keep in touch 
with them, and notify them of all orders received, and 
must know and be familiar with all signals and orders re- 
ceived from train master and other officials. 

He must be vigilant and watchful — careful as to the 
safety and comfort of the passengers and property en- 
trusted to his care, always keeping in mind that he repre- 
sents the owners and officials of the railway he is em- 
ployed upon — and, as he is the man who comes directly 
in contact with the public as the representative of the rail- 
way company, he must be a good judge of human nature 
and be thoughtful and intelligent in the transaction of 
the company's business affairs, careful not to allow any 
loss to occur on any account, and be courteous, gentle- 
manly and business-like, always endeavoring to avoid 
giving offense to any one. 

He should also see that the cars are clean and properly 
heated and well ventilated. At each terminal he should 
make correct reports of all trains and the time, and re- 

9 



10 RULES FOR MOVEMENT OF TRAINS 

turn same to the proper officials. Before starting on a 
trip he should know that his train has been properly in- 
spected, that he has the authority for the movement of all 
cars in his train, that the air brakes are in proper work- 
ing order, that he has the proper train orders or clearance 
in his possession to move, and that all over-due trains 
have arrived and departed, and that he has the right of 
track to proceed before giving the signal that starts the 
train. While train is running, it is his duty to keep a 
sharp lookout to see if any of the journals are running 
hot, brake-shoes sticking, etc. 

Not only does the responsibility for the safety of the 
train devolve upon the conductor, calling for an everlast- 
ing alertness while on the road, but the numerous forms 
of transportation must be watched, and the bulletins and 
instructions carried out. It is an easy matter for a con- 
ductor to involve his company in a suit by improperly 
handling a "crank" who has been sold a ticket to a point 
at which the train does not stop, or one whose transporta- 
tion is questionable. There are a great many things 
which must be left to the conductor's judgment, as all 
emergencies cannot be covered by instructions. 

In the collection of transportation he must be careful 
not to accept any ticket or pass the limit of which has 
expired, or one that has been advertised as lost or stolen. 
He must be familiar with all forms of tickets issued by 
other roads, and be able to answer all questions intelli- 
gently in regard to connections, leaving time of trains at 
junction points, etc. In fact he is a walking encyclopaedia 
and timetable, all of which must be done in a pleasant 
manne** as the popularity of the road depends in a great 
measure on the way passengers are treated by the em- 
ployees. 



STATION AND TRAIN WORK 11 

The duties of the conductor vary according to the run, 
whether it is local or a through run. On a through run 
a conductor reports in full uniform thirty minutes before 
leaving time, inspects train and reports any defects to the 
division superintendent or other proper officer to whom 
such reports are to be made ; sees that trainmen are on 
duty in full uniform and that it is neat and clean ; ascer- 
tains engine number, engineer and fireman's names, num- 
ber and names of coaches in train ; makes out wheel re- 
port to Car Accountant; and during the trip makes out 
trip report, showing time of train passing different sta- 
tions ; makes a notation of detention and causes for same, 
and reports them by wire at division terminal to Division 
Superintendent ; collects transportation in coaches and in 
sleeping cars ; collects transportation of passengers to 
destination of car, enclosing it after detaching his coupon 
in separate envelopes, one for each sleeper, and turns 
them over to connecting conductor at junction point. 

On arrival at end of his run he makes out cash report 
showing cash collected during trip and also makes out 
mileage report of tickets, turning them in with all col- 
lections to the proper officer on his line to whom they 
should be sent. 

Diplomacy and tact are essential in bringing harmony 
out of confusion, in preventing complaints from real or 
fancied grievances, and in avoiding claims for damages 
when conciliation as a preventive may be successful. 

The conductor being the captain of his train, should 
instill in the members of his crew the principles of effi- 
ciency, deportment, studiousness in their efforts to prac- 
tice economy, fidelity to the interests of their employers 
and the comfort and convenience of passengers entrusted 
to their care. 



12 RULES FOR MOVEMENT OF TRAINS 

While acting as a passenger conductor, he should di- 
rect his attention toward the several branches connected 
with the operating department, acquainting himself (at 
times when it does not interfere with his own duties) 
with the men on the line in a general way, the duties 
of the agents and operators, as well as all other employees 
in the operating department, how many loaded and 
empty cars the different size engines are capable of 
handling over the different parts of the line, whether 
there have been any changes in the number of loaded 
and empty cars that is considered a full train, owing 
to the changes in the capacity of cars or engines, since 
he served as a freight conductor, how the passenger 
and freight trains are switched and the yards handled 
at the different points along the line, which way the 
tide of business is from time to time, etc., so that if the 
train master is promoted, transferred, dismissed or re- 
signs, he can, without being unreasonable, figure that 
he may be called upon to fill the vacancy. 

FREIGHT CONDUCTOR. 

The freight conductor must show his ability in a dif- 
ferent manner. The through freight man is in a class by 
himself. His duties are to get over the road with as 
much dispatch as possible, keep the dispatcher posted as 
to how his train is moving, and by so doing help the 
dispatcher make his meeting points for him. The local 
conductor comes last, but not least. He is born, not made. 
His duties are endless. He can make himself valuable 
to his company, but to do so depends a good deal on his 
disposition, as he comes more in contact with the patrons 
o* tW road than his brother on the through freight. 



STATION AND TRAIN WORK 13 

A young man while acting as an extra freight con- 
ductor, when it comes to the matter of running on short 
time against, or ahead of, a superior train, or about 
as close time as old and experienced conductors would 
attempt to run on, should, as in everything else, make 
safety the first consideration, and not go, as he has 
not established a reputation as a conductor, and if every- 
thing does not work as anticipated and trouble ensues, 
his future on that road is injured for a year or more, 
if not for all time. 

He should perform his whole duty as a conductor, and 
should never depend upon his engineer or brakeman to 
do a part of it. While running between stations, and 
not otherwise engaged, he should ride in the cupola of 
the caboose, so as to be able to assist promptly, should 
it become necessary to make an emergency stop, on ac- 
count of a disabled engine, car in train breaking down, 
train parting, etc. 

When expecting to stop at a station for the purpose 
of doing work he should„go forward as the train ap- 
proaches the station instead of waiting to be drawn to 
the station platform in caboose. He should see that the 
switching is carefully done. If in his opinion his engine 
can draw one or two more cars over a certain piece of 
track than her "rate," if the tide of business is in that 
direction, he should haul them. In short, he should run 
his train in the interest of the company, just as he would 
if he owned the road, and where he notices that an im- 
provement can be made, even though it is not directly in 
his line of business, he should lay the matter before his 
superior officer. He should make his reports at the end 
of each trip, and answer all correspondence promptly. 

He should be especially watchful not to become in- 



14 RULES FOR MOVEMENT OF TRAINS 

fluenced by, or associated with, railroad men or others, 
who incline toward gambling, regardless of their posi- 
tion as compared with his own. He should at all times 
conduct himself in a gentlemanly manner and should 
leave nothing undone in regard to learning the duties 
of a passenger conductor, as he may be called upon at 
any time, on account of sickness or death, or urgent 
business, to run a passenger train to the next terminal, 
or to remain on the run for a time. Upon his actions 
in connection with this trial, his doing a certain percentage 
of the extra passenger running, acting as conductor of 
special trains, etc., depends to quite a great extent. 



DISPATCHERS; TRAINMASTER; DIVISION SU- 
PERINTENDENT. 

TfcAIN DISPATCHER. 

Train dispatchers are almost invariably promoted from 
the ranks of operators entitled to promotion. The duties 
of a train dispatcher require him to be possessed of a 
fair general knowledge of the workings of the operating 
department of a railroad, an adept at figures, and he 
should have a keen foresight, so he can quickly and cor- 
rectly execute a number of moves ahead and provide 
for that which may not work just as anticipated. He 
should also be possessed of a clear head and even temper 
and should tfrink no intoxicating liquors. 

On going to work, his first duty should be to get an 
understanding of all orders in force and see that they are 
correct, then ascertain the location of trains on the "train 
sheet," and keep close watch that all which is done will 
insure safety as well as the prompt movement of trains. 

He must constantly bear in mind that the success of a 
railroad depends to quite a great extent on the safety and 
dispatch with which the business tendered by its patrons 
is handled, and be governed by this in giving preference 
to trains, taking into consideration the kind and class. 

He should endeavor to get the ideas of his superiors 
so fixed in his mind that when left to his own resources 
he may act properly and in accordance with their wishes. 
He should be governed by the instructions of those in 
authority and never encourage or conceal any violations 

15 



16 RULES FOR MOVEMENT OF TRAINS 

of rules by others. He should not allow a desire for 
popularity among those in the train or telegraph service 
to influence him in any way and should show no par- 
tiality. 

There is a constant strain on the nerves of a train 
dispatcher, on which account his hours of duty are gen- 
erally short, which gives him considerable leisure time, 
a portion of which should be spent in broadening his views 
of the world in general and his branch of the business 
in particular, so that he may be fitted to accept the posi- 
tion of chief train dispatcher when opportunity offers. 

CHIEF TRAIN DISPATCHER. 

To be fitted for the position of chief train dispatcher 
a man should be a proficient operator, quick of percep- 
tion, possessed of good business tact and such a mind 
as will enable him to read human nature with such ac- 
curacy that he may properly discipline those under his 
jurisdiction, and yet obtain and hold their loyal support. 

He should know the respective ability of the dispatch- 
ers under him, giving personal attention to the manner in 
which they perform their duties and instructing them 
from time to time as to the movements of trains, record- 
ing of delays and accidents, etc. 

He should see that perfect order and decorum are ob- 
served by dispatchers on duty, and by all other employees 
of the office, and that only those persons whose duties 
require it have access to the dispatcher's office, in order 
that those employed therein may be able to give their 
undivided attention to the work before them. 

He should endeavor to keep a competent force of 
operators on the line, and from their work on the wires, 



STATION AND TRAIN WORK 17 

or otherwise, be able to judge as to their ability and 
disposition. He should require prompt and proper trans- 
mission of all orders, messages, etc., and permit no abu- 
sive or vulgar language to be indulged in over the wires. 

He should know the location of "line repair men" at 
all times, and make every effort to perfect the mechanical 
working of the telegraph service. 

His personal attention should be given to the answer- 
ing of correspondence, the abuse of car service, the se- 
lection and placing of operators, never depending upon 
subordinates to relieve him of such duties except in case 
of sickness, etc. In cases where their chief displays the 
slightest tendency toward indifference in his manner of 
doing business, employees are quick to take advantage of 
it, and, failing to throw the necessary energy into their 
work, the result is not only detrimental to the best in- 
terests of the company, but injurious to the aspirations 
and ambitions of all employees in this department. 

From practical experience as a dispatcher, or other- 
wise, he should have indelibly fixed upon his mind a 
profile of the road in general, such as the lay of the 
track, the location of all stations and sidings, capacity 
of each, and all connections of his line with foreign roads. 

The responsibility of opening the line when blockaded, 
and, when necessary in such cases, or prompt action in 
securing transportation for important trains over foreign 
roads, devolves upon the chief dispatcher, in the absence 
of his superior officers ; and, having previously studied 
their wishes, he should follow their ideas as far as prac- 
ticable. He should also know the position of "tool" and 
"derrick cars," and "construction" and "wrecking" crews, 
thus enabling him, when through accident or other cause 
his line becomes impassable, to concentrate a sufficient 



18 RULES FOR MOVEMENT OF TRAINS 

force of men and tools at the point of trouble in such a 
short space of time as to remove the obstruction with the 
least possible delay. 

He should have a thorough knowledge of the number 
and capacity of all locomotives and different kinds of 
cars owned and in use by his own company, as well as the 
cars of other roads and private corporations that may be 
operating over, or in connection with, his line. He should 
watch closely the movement of foreign cars and foreign 
loading at home stations, special attention being given 
competitive shipping stations, and see that all orders for 
cars are promptly filled, loading foreign empties "home" 
when practicable, otherwise returning them by the short- 
est route. 

He should keep himself well informed as to the future 
prospects for business and at what point and to what 
extent it will reach his line, carefully distributing engine 
and train crews so that the power will be utilized to the 
best possible advantage, leaving no opening for the neces- 
sity of running crews in both directions with less than 
full "hauling-rates" over the same part of the line at the 
same time. This matter should be constantly borne in 
mind, as thousands of dollars annually can be saved to 
the company, and much dissatisfaction among engine and 
train men avoided, if the power is economically and in- 
telligently handled. He should also realize that the pat- 
ronage of his road depends to quite a considerable extent 
upon promptness in the provision of cars and upon the 
dispatch and safety with which all traffic is moved. 

He should be familiar with the make-up of passenger 
trains on his line and the location and condition of all 
extra equipment, keeping well informed on all happen- 
ings of note, especially those which would probably pro- 



STATION AND TRAIN WORK 19 

duce extra travel between points on the line, and see that 
proper facilities for transportation are provided. 

In addition to keeping a close check on his own de- 
partment, he should endeavor to secure a wider knowl- 
edge of the world and railroad work in general, since 
a fair proportion of the business of all branches is done 
through his office and in his sight or hearing. 

If he displays the proper energy in the management 
of his own department, and embraces the opportunities 
afforded him to broaden his views, he may reasonably 
expect promotion to a superior position when a vacancy 
occurs. 

THE TRAINMASTER. 

The trainmaster makes the schedules^ assigning the 
men on the trains to their duties; fills the places of the 
absent ones, sometimes on wofully short call ; listens to 
complaints and grievances ; regulates, adjusts or dis- 
misses them ; investigates sins of omission and commis- 
sion resulting in poor service ; and digs out evidence, fix- 
ing responsibility for derailments and accidents of various 
sorts. To him are sent the complaints of passengers 
against the men, some of merit, many without it, but all 
to be impartially investigated, and his findings in each 
case sent to the Superintendent, together with whatever 
recommendations or suggestions may seem proper from 
his point of view. 

He must exercise a general supervision over all em- 
ployees, not only in train service, but also in yard and 
station service on his division, keeping a watchful eye 
upon station buildings inside and out, to see that they 
are kept up to a proper standard of neatness. He 
must be familiar with the actual conditions that govern 



20 RULES FOR MOVEMENT OF TRAINS 

yard and switching facilities in detail at terminals, in 
order that no "song and dance explanation/' as the boys 
call it, be received in cases of derailment or other mis- 
happening; know whether this train can get along with 
one less car, or the other train is being run with enough 
cars ; watch the time and stops of trains to ascertain if 
they are doing the best they can ; see that cars are prop- 
erly and regularly distributed ; keep in touch with the 
dispatcher twenty-four hours a day, and be ready on 
short call at night to get into his boots and breeches 
whenever there is a wreck on the line. It is a strenuous 
life and full of incident, but trainmasters as a rule are 
a healthy lot, and are generally recruited from the ranks, 
where they have learned that in order to do good work 
they must take good care of their bodies. 

Informal meetings are frequently held where the train- 
master catechizes his men as to their understanding of 
the rules ; such meetings are productive of wonderfully 
good results; they keep the men on edge, and lots of 
spirited discussions take place at these times. A much 
higher standard of train service is required, and given, 
than there used to be; a perfunctory knowledge of the 
rules of operation was once deemed to be sufficient. Now- 
adays, the men are not only required to know the rules, 
but to understand the fundamental principles that brought 
them individually into being, and it is part of the duty 
of the trainmaster to make that clear to them. This, 
however, is not a difficult task ; for, thanks to a system 
that provides intelligent men to start with, the average 
man in train service today is of somewhat superior 
calibre to his brethren in the earlier days of railroads. 
He earns more money and works less hours for it than 
formerly, and more is expected of him in a better stand- 



STATION AND TRAIN WORK 21 

ard of service. In these and many other directions the 
trainmaster acts as a lieutenant to his superintendent, 
making himself useful to him, and when the time comes 
as it does to some trainmasters, when he is made super- 
intendent with larger responsibilities, the knowledge and 
experience gained in this subordinate capacity are of very 
material benefit to him. 

A trainmaster, to fill his position satisfactorily, should 
have a thorough and intimate knowledge of the character 
and capabilities of his men, as a trustworthy and compe- 
tent employee who performs his duties properly and 
well, is a twofold factor in the service, for individually 
he gives his employers the best that is in him, and by 
force of example exerts an influence over his less careful 
brother that may and frequently does incite him to do 
better work. He should possess the fullest confidence 
of his men in their knowledge of his fairness and free- 
dom from personal feeling in his treatment of them, 
dealing with them fairly and squarely as men, with the 
human element of sympathy with their affairs, which, 
when properly exercised, can never conflict with firm dis- 
ciplinary action. If they do right, they are all right; if 
they do wrong, they must be brought to a realizing sense 
of their error by measures of discipline, to fit the case ; for 
men, as a rule, no matter what they may protest to the 
contrary, knoiv when they are in the wrong, and what 
good discipline requires in the way of penance, and the 
quality of the service is the gauge that shows whether 
the trainmaster also recognizes this important fact. 

The points of contact between the trainmaster and his 
men are many, and in his dealings with them various 
subjects of mutual interest are threshed out, and valu- 
able suggestions "hot off the bat" are thrown out in the 



22 RULES FOR MOVEMENT OF TRAINS 

course of their arguments. Discussion of everyday mat- 
ters of operation with whose general scope all are more 
or less familiar, frequently develops problems that require 
considerable thought to solve. This broadening process 
is of proved efficiency; but the matter of the greatest 
underlying importance is that it brings out the actual 
knowledge of his business possessed by each man. There 
are two features in connection with this close relationship 
between the trainmaster and the men, one of which is 
that it promotes an esprit de corps that really animates, 
and the other is that it in like degree tends toward perfect 
service. 

DIVISION SUPERINTENDENT. 

A superintendent should be a model man among his 
employees, honorable and just in all his dealings with 
them, possessed of business thoughts and ideas on a broad 
scale and should have a deep insight into human nature. 
Although as a rule he should be firm in his decisions, 
his temper should be even, and when convinced that he 
has erred, he should in a broad, liberal way admit it, re- 
gardless of whether the party who furnishes the evidence 
occupies an inferior or superior position. 

He should be personally acquainted with the heads of 
all departments and be able to call by name all the em- 
ployees (such as those in the train, locomotive, track and 
bridge departments, as well as the dispatchers, agents 
and operators, and the heads and their lieutenants, of 
the different offices of the freight and passenger depart- 
ments) who have been in the service under him six 
months, or longer, and should have a fair general idea of 
their ability in their respective positions. 

He should give employees to understand that all rules 



STATION AND TRAIN WORK 23 

in effect, and those which are issued from time to time, 
no matter how trivial they may seem, are to be obeyed 
and will be enforced to their fullest extent. If there 
are any rules in effect vhich cannot or should not be en- 
forced, they should not exist and should be annulled, as 
nothing will demoralize the operation of a railroad as will 
the understanding among its employees that the officers 
do not expect certain rules or orders enforced. 

In case of accident he should not act too hastily, and 
when employees are responsible for such accidents, their 
past record should be taken into account. He should 
never censure or pass judgment upon his subordinates 
on information gathered outside of the service, or from 
employees whose object in giving it is anticipation of 
reward in the way of promotion, without giving the ac- 
cused a hearing, and when giving them such hearing, 
consideration should be given their intellect and powers 
of expression. If they have not such a command of lan- 
guage that they can make themselves clear, or if bashful 
and timid, allowance should be made accordingly. On 
the other hand, if the accused are especially gifted with a 
command of language it should also be considered, in 
order that justice should be done both company and 
employees. 

Often statements of employees are handled in a per- 
functory manner by superintendents or their representa- 
tives ; and knowing this, employees make statements 
which would not be made if it were known that such 
statements would have to stand a test by having them 
placed in the hands of all others interested. The sooner 
officials adopt the principle, and have it clearly under- 
stood, that each statement, written or verbal, will be 
tested in such a manner that the facts, nothing more or 



24 RULES FOR MOVEMENT OF TRAINS 

less, will be brought out, so much sooner will justice 
be meted out to all concerned and the service improved 
accordingly. To bring about such results the official 
should be lenient ' as he can consistently, when it is 
demonstrated that an employee, after getting into some 
difficulty, has made a ruthful statement, and as can read- 
ily be perceived, the bettter class of employees will be 
incited to truthfulness on account of the fact that the 
official displays his appreciation of principle, and the 
lower class of employees will be incited to truthfulness 
because they can clearly see that the truth will ultimately 
be brought to the surface and they will be severely dealt 
with if they do not tell the truth. 

To enforce good discipline among men and be recog- 
nized as their superior officer, it is not necessary for him 
to be "distant" with them, if he is possessed of the ability 
to draw the line at the proper place. All that is necessary 
is, in a quiet, firm manner, little by little, to educate the 
employees to the understanding that nothing but business 
is acceptable in connection with business. 

As a rule, employees in order to keep their respective 
departments up to what they consider the proper stand- 
ard, are naturally a little more extravagant in the way 
of making improvements, adding to their supplies, etc., 
than is usually necessary, and a superintendent should 
be possessed of such judgment and business tact that 
he can "draw the line" at the proper time and place, 
and in such a way that he will not wound the feelings 
of his lieutenants, but make them feel that he has con- 
fidence in their judgment and ability, that he may retain 
their loyal support. 

He should be well informed on the cost of construct- 
ing track, placing the different kinds of ballast under 



STATION AND TRAIN WORK 25 

it, and what it costs to renew or maintain it, the short- 
est degree curves and steepest grades practicable, con- 
sidering the kind and size of engines in use, etc. He 
should have a good practical idea of the lay of the 
track, condition of all culverts and bridges on the line, 
and any portions of the track which are exceptionally 
liable to damage by severe storm, etc. 

He should be able to talk intelligently with his bridge 
superintendent or foreman about the cost of repairing, 
or building new bridges of the different sizes and styles, 
and should also be capable of forming a good estimate 
of the cost of repairing, replacing or building new, sta- 
tion houses, freight rooms, machine shops, turn-tables, 
terminal facilities, reservoirs, water tanks, etc. 

He should be conversant with the earnings of the 
passenger and freight departments as a whole ; the earn- 
ings of each passenger train per mile, the cost of renew- 
ing and maintaining all passenger and freight equipment, 
the condition and drawing capacity of all locomotives 
over the different portions of the line, as well as their 
cost and what it costs to maintain and operate them. 

No superintendent who has his followers and places 
them irrespective of the interests of the company he is 
serving, or the ability of the men in the employ of the 
company before he took charge, can hope to be success- 
ful ; as it is a fact that many a young official who has 
had a bright future before him, has lost all by losing 
his influence and control over the men on account of 
using undue partiality of this kind. Ability, intelligence 
and gentlemanly deportment are working their way into 
the railroad world to such an extent that they are, and 
must be, recognized without partiality. 

All connected with the operating department, especially 



26 RULES FOR MOVEMENT OF TRAINS 

superintendents and others directly in charge of trains 
and their movements, should realize that their methods 
and manner of handling the business are as crude, com- 
pared with the methods of those who will be occupying 
similar positions twenty-five years hence, as the methods 
of their predecessors twenty-five years ago were, com- 
pared with those of today. 



THE MANIFESTATIONS OF COLOR BLINDNESS 
—HOW TO DETECT IT. 

A general impression prevails that color blindness is 
inherited, that a person is born color blind. It is not 
so. Sometimes it is the result of accident, illness, or 
overtaxing of the eyes, so it is possible for one whose eye- 
sight is perfect today to be color blind tomorrow. 
Sometimes persons thus afflicted are totally ignorant of 
it for a long time, because while one may be color blind 
it does not necessarily follow that the eyesight is not 
good in other respects. Men are more frequently color 
blind than women, due, probably, to the fact that it may 
be caused by the excessive use of alcohol or tobacco or 
both. In warning those who are testing for color blind- 
ness, Dr. Stillings says : "It is a well-known fact that 
color blind persons, by exercising their faculty of judg- 
ment, can aid their want of sensibility and so conceal 
their defect to a certain extent. They have learned the 
names of colors quite as well as normal sighted people ; 
and by the help of every outward sign they have acquired 
a certain knowledge of those pigments to the characteris- 
tic tints of which they are blind/' 

Again, one who is color blind "can sort and place in 
correct order a series of shades of red or green much 
better and more quickly than the normal eyed, because 
to them the color is but so much light and dark. A 
color blind person is asked to buy a skein of red worsted 
to match a pattern. He asks the attendant in the store 
for red worsted, and selects the one which corresponds 

27 



28 RULES FOR MOVEMENT OF TRAINS 

in luminosity with his pattern. Such a test apparently 
forbids the idea of any chromatic defect. But we will 
suppose the worsted attendant is away, and another, 
who is also color blind, hands over the greens to the 
purchaser, the latter will then complacently select the 
one which matches in luminosity with his red pattern. 
If he is green-blind, he will select a lighter green — if red- 
blind, a darker — than his pattern. This sensitiveness to 
light shade has enabled color blind painters to follow 
their profession with success, and even avoid discovery, 
until accident or design has interchanged, for instance, 
their reds or greens." 

The orbit of vision is much restricted, for on this 
point Dr. Jeffries in his valuable book, says : 

"Our point of best vision on the retina is directly in 
the center, and over but a small space here; so that, 
to see an object distinctly, we must carefully turn the 
eye, to keep the picture on this portion. In looking 
at a long word on a page, we unconsciously travel along 
it to catch all the letters. If we keep our eye fixed on 
one point, and move a letter away from this point, its 
form is soon lost, and we fail to recognize it; let one 
eye be closed, and the other fixed on a bright red object, 
like a wafer, held before it; when moved gradually out 
from the central field of vision, the wafer will decrease 
in brightness, and finally appear black. Its form we may 
still discern. This is not color blindness. Whenever the 
retina is tired out with one color, it can only perceive 
the complementary one. If with one eye we gaze stead- 
ily for some seconds at a bright green disk on a white 
ground, and then quickly look at another white surface, 
we shall see a red disk. Gazing fixedly at the setting 
sun when a deep red, and turning quickly to the 



STATION AND TRAIN WORK 29 

east, we shall see a rising green sun. I hardly need 
say this also is not color blindness. The crystalline lens 
in the eye becomes, with age, harder, and of a yellowish 
color — up to positive blackness. When opaque, it pre- 
vents, of course, the passage of light through the pupil ; 
it is called cataract. This opaque lens we then remove 
from the eye, and replace it by a strong convex lens in 
the spectacles. This is not true color blindness. Another 
physiological fact in relation to color perception is very 
important, and seems to be generally quite unknown 
or neglected. Around the point of best vision in the 
center of the retina is a zone where we perceive all of 
the three so-called base colors — red, green, and violet. 
Outside of this there is another zone, in which we have 
a perception of only two, namely, green and violet; and 
again, beyond this, on the retina, only blue or violet is 
perceived." 

Thomas Young and Professor Helmholtz describe the 
physiology of color blindness as follows : 

"There are in the eye three kinds of nerve fibres. 
Stimulation of the first produces the sensation of red, 
the second that of green, and the third the sensation 
of violet. Objective homogeneous light excites these 
three kinds of fibres in varying degree according to the 
wave lengths. The red perceptive fibres will be strong- 
est stimulated by light of the greatest wave length, the 
green perceptive by light of medium wave length, and the 
violet perceptive by light of the smallest wave length. 
Here must not be excluded, but rather accepted in ex- 
planation of a series of phenomena, that each spectral 
color excites all three kinds of fibres — but one less, the 
others more strongly. Simple red strongly stimulates 
the red perceptive, less the other two; sensation, red. 



30 RULES FOR MOVEMENT OF TRAINS 

Simple yellow stimulates moderately the red and green 
perceptive, feebly the violet ; sensation, yellow. Simple 
green stimulates strongly the green perceptive, much less 
the other two; sensation, green. Simple blue stimulates 
moderately the green and violet perceptive fibres, feebly 
the red ; sensation, blue. Simple violet stimulates strongly 
the violet perceptive, feebly the other fibres ; sensation, 
violet. Equally strong stimulation of all the fibres gives 
the sensation of white or whitish colors. The term 
color blindness indicates a genuine blindness to one of 
the primary colors. In this way, therefore, we distin- 
guish, according to the kind of element wanting, three 
classes of blindness — red blindness, green blindness, 
violet blindness. Blindness to red is due to the absence 
or paralysis of the organs perceiving red. Red blindness 
has, then, but two fundamental colors, which, adhering 
strictly to the theory, are green and violet. Green 
blindness derives its origin from the absence or paraly- 
sis of the perceptive elements of green. The green- 
blind have, therefore, but two fundamental colors, red 
p^.d violet. Violet blindness (or blue) is due to the ab- 
sence or paralysis of the elements perceiving violet. The 
two primitive colors of the violet-blind are, then, accord- 
ing to theory, red and green." 

Regarding how color blind people see, one who was 
thus afflicted, has described his experiences :* 

"In the first place, the color blind see white and black, 
and their intermediate or compound gray (provided they 
are free from alloy with other colors), precisely as 
others do. Yellow and blue, also, if unalloyed, we see, 
as far as can be ascertained, in the normal manner. 
But these two are the only colors of which we have any 

*Wm. Pole. 



STATION AND TRAIN WORK 31 

sensation. We do see all such things, but they do not 
give us the color sensations correctly belonging to them ; 
their colors appear to us varieties of the other color sen- 
sations which we are able to receive. Take first the 
color red. A stick of red sealing wax conveys to me 
a very positive sensation of color, by which I am per- 
fectly able to identify, in a great number of instances, 
bodies of this hue. But, when I examine more closely 
what I really do see, I am obliged to come to the con- 
clusion that the sensation I perceive is not one that I 
can identify separately, but is simply a modification of 
one of my other sensations, namely yellow. The ap- 
pearance of green to the color blind corresponds exactly 
to that of red. Green, in its true aspect, is invisible to 
them, and, consequently, when neutral, i. e., unmixed 
with any other color — it presents to their eyes the ap- 
pearance of gray. When, however, it is mixed with yel- 
low (and most of the greens in nature are yellow greens), 
they see the yellow only, but diluted or darkened by the 
invisible green element ; and in less frequent cases, where 
the green is mixed with blue, they see the blue element 
only in like manner. It is therefore easily understood 
how so simple a defect of vision gives rise to a complex 
series of symptoms. Take first the color red. If it is a 
scarlet variety, as the majority of reds are, presenting 
the appearance of yellow to the color blind, they may 
naturally confound it with the latter color, as well as 
with orange, with yellow-green, and with brown, all of 
which cause to them the same sensation. If, on the 
other hand, the red contains a predominance of blue, it 
may be confounded on the same principle with blue or 
violet. If it is a neutral red, lying between the two, it 
will be confounded with black or gray. A pale pink, 



32 RULES FOR MOVEMENT OF TRAINS 

though very distinctly colored to the normal eyed, often 
offers so little color to the color blind as to be mistaken 
for white or very light gray. The same explanation will 
apply to green. Its yellow varieties may be compounded 
with red, orange, yellow and brown ; its blue varieties 
with blue and violet and its neutral hue with black or 
gray, or, if pale, with white." 

Persons blind to red are said to exceed all others in 
the ratio of four to one. Professor Holmgren says: 
"He whom we call color blind is not, correctly speaking, 
at all blind to colors. He perceives, in the main, the 
same kind of light as the normal observer, but sees a 
part of it in another manner. In the system according 
to which he arranges his colors, he has fewer kinds than 
the normal observer. A color blind person can no more 
accustom himself to seeing colors as the normal observer 
does, than the red blind can see colors in the same way 
that the green blind does, or conversely. To judge cor- 
rectly of color blindness, and the various practical ques- 
tions connected with it, it is of the highest importance 
to observe distinctly the difference between the manner 
in which the color blind person sees, and the manner in 
which he names colors." 

The violet-blind are rare. 

Statistics resulting from the examination of about ten 
thousand persons showed conclusively that four per cent 
of men have defective eyesight in that they are unable 
to discern between red and green colors. This is a very 
serious matter with men employed in train service. The 
reason is at once obvious. 

Therefore, color blindness being an established fact, 
the question is, How can it be best detected? The most 
natural answer given without reflection, would be. take 



STATION AND TRAIN WO^K 33 

them to the different railway signals, and let them de- 
scribe the colors. But this will not do. The test must 
be made scientifically, or else those disposed to conceal 
the defect in their vision will sometimes be able to hide 
it, or at least render it somewhat difficult to discover. 
Probably the best method is that described and recom- 
mended by Dr. Jeffries, as prescribed by Prof. Holm- 
gren, who says: 

"Our method demands neither costly apparatus nor a 
special place for the examination. The only necessary 
elements are a number of variously colored objects; it 
consists of taking one from a number of objects promis- 
cuously thrown together, and asking the person examined 
to select from amongst them all the others corresponding 
with the first in color/' 

Prof. Holmgren considers woolens preferable to paper, 
glass, wafers, powders, solutions, thread, wood or porce- 
lain, and gives good reasons for his preference. He says : 

"One of the chief advantages of Berlin worsted is, 
that it can be procured in all possible colors correspond- 
ing to those of the spectrum, and each in all its shades 
from the darkest to the lightest. Such selections may be 
found in trade, and are easily procured when and where 
desired. It can be used at once and without any prepara- 
tion for the examination, just as delivered from the 
factory. A skein of Berlin worsted is equally colored, 
not only on one or two sides, but on all, and is easily 
detected in a large pile, even though there be but one 
thread of it. Berlin worsted is not too strongly glar- 
ing, and is, moreover, soft and manageable, and can 
be handled, packed, and transported as desired, without 
damage, and is conveniently ready for use whenever 
needed/' His selection of colors would include: "Red, 



34 RULES FOR MOVEMENT OF TRAINS 

orange, yellow, yellow-green, pure green, blue-green, blue 
violet, purple, pink, brown, gray, several shades of each 
color and at least five gradations of each tint, from 
the deepest to the lightest. Green and gray, several 
kinds each of pink, blue, and violet, and the pale gray 
shades of brown, yellow, red and pink, must especially 
be well represented. According to our method the ex- 
aminer selects from the collection of Berlin worsted in 
a pile on a convenient table, and lays aside a skein 
of the especial color desired for this examination \ then 
he requires the one examined to select the other skeins 
most closely resembling the color of the sample, and to 
place them by its side. The chromatic sense of the in- 
dividual is decided by the manner in which he performs 
his task. The result of comparison which the examined 
makes — in other words, the little skein of worsted which 
he selects and places 'by the test — shows us in reality 
what colors seem alike to him, and thus tells us his rela- 
tive color perception. The rapidity with which this ex- 
amination is made does not seem to correspond directly 
with the nature of the chromatic sense, but to depend 
wholly upon the character of the person examined. One 
of intelligence, with a quick, practical mind, is exam- 
ined in less than a minute. In this time, in fact, a nor- 
mal eye could easily find the four or five skeins of the 
same color as the sample, and the color blind make a 
sufficient number of characteristic mistakes to establish 
the diagnosis thoroughly. A practical surgeon can often 
detect color blindness by the first gesture of the exam- 
ined, and make his diagnosis before the end of the trial. 
He can, according to the manner in which the task is 
performed, form a judgment of a feeble chromatic sense, 
in instances which are proved correct by the final re- 



STATION AND TRAIN WORK 35 

suit. He also can and must see whether the result is 
erroneous, simply on account of a misunderstanding or 
a want of intelligence, just as he can see whether the 
really color blind succeeds, in a certain degree, from 
much previous exercise or a considerable amount of cau- 
tion. In short, the method supplies us with all neces- 
sary information ; so that, by an examination made with 
its assistance, a defective chromatic sense, no matter of 
what kind or in what degree, cannot escape observa- 
tion. The principle of our method depends, as we have 
said, on the test calling for the selection of but one 
color among many. It may be asked, what need of such 
a number of colors? Would not a smaller answer? We 
reply that the color blind avoids detection with more 
difficulty, and the diagnosis hence is more readily made, 
the greater the number of the various colors. The nor- 
mal eyed readily selects the right ones from the mass ; 
whilst the color blind, although the right ones are di- 
rectly before him, picks out the wrong ones, thereby dis- 
closing the character of his defect. Therefore the 
greater the number of colors, the better, of course, within 
certain limits. What color shall we take for our sam- 
ple? It is necessary to select as a suitable color for dis- 
covering a feeble chromatic sense, either the lightest or 
darkest shades. The well-defined kinds and degrees of a 
defective chromatic sense confound only colors of mean 
intensity. I have selected, to determine whether the 
chromatic sense is or is not defective, a light green (dark 
green may also be used), because green, according to the 
theory, is the whitest of the colors of the spectrum, and 
consequently is most easily confused with gray. For the 
diagnosis of the especial kinds of partial color blindness, 
I have selected purple (pink) — that is, the whole group 



36 RULES FOR MOVEMENT OF TRAINS 

of colors in whidh red (orange) and violet (blue) are 
combined in nearly equal proportions — at least in such 
proportions that no one sufficiently preponderates over 
the others, to the normal sense, so as to give its name to 
the combination. Purple is of especial importance in 
the examination of the color blind, for the reason that 
it forms a combination of two fundamental colors — the 
two extreme colors — which are never confounded with 
each other. In fact, from a color blind point of view, 
one or two things must happen, according to the theory ; 
either it excites but one kind of perceptive organs, or it 
excites them all. It appears, then, either like a simple 
color — that is to say, like one of the two colors of the 
combination — or like white (gray). Experiment has 
confirmed this hypothesis. Our sample colors, therefore, 
are the two complementary colors of each other — green 
and purple. In the examination of the chromatic sense 
of a large number of individuals, it is, of course, of im- 
portance to decide quickly, first whether the chromatic 
sense of the individual is or is not normal. It is only 
after establishing the existence of a defect that its na- 
ture or degree must be determined. The sample colors 
are therefore employed with more advantage in a certain 
order, as the test must be accomplished as a whole, ac- 
cording to a plan that experience has proved the surest, 
most rapid, and, finally, most suitable for the purpose. 
The Berlin worsteds are placed in a pile on a large plane 
surface, and in broad daylight ; a skein of the test color 
is taken from the pile, and laid aside far enough from 
the others not to be confounded with them during the 
trial ; and the person examined requested to select the 
other skeins most resembling this in color, and place 
them by the side of the sample. In the first place it is 



STATION AND TRAIN WORK 37 

necessary that he should thoroughly understand what 
is required of him — that is, that he should search the 
pile for the skeins making an impression on his chro- 
matic sense independent of any name he may give the 
color, similar to that made by the sample. The exam- 
iner should explain that resemblance in every respect 
is not necessary; that there are no two specimens ex- 
actly alike; that the only question is the resemblance of 
the color; and that, consequently, he must endeavor to 
find something similar of the same shade, something 
lighter or darker of the same color, etc. If the person 
examined cannot succeed in understanding this by a 
verbal explanation, we must resort to action. We must 
ourselves make the trial by searching with our own 
hands for the skeins, thereby showing in a practical 
manner what is meant by a shade, and then restoring 
the whole to the pile, except the sample skein. As it 
would require much time to examine each individual 
in this way, it is advisable, when examining a large 
number at the same time, to instruct all at once, and, 
moreover, to ask them toobserve attentively the examina- 
tion of those preceding them, so as to become more fa- 
miliar themselves with the process. By this, time is saved, 
without loss of security; for no one with a defective 
chromatic sense finds the correct skeins in the pile the 
more easily from the fSSt of having the moment before 
seen others looking for and arranging them. He makes 
the same characteristic mistakes ; but the normal observer, 
on the other hand, generally accomplishes his task much 
better and more quickly after having seen how it must 
be done, and this is the advantage of our method. The 
principle of our method is to force the one examined to 
reveal himself, by an act of his own, the nature of his 



38 RULES FOR MOVEMENT OF TRAINS 

chromatic sense. The method of scrutiny here de- 
scribed is able to detect, as we have seen, not only com- 
plete or incomplete color blindness, but a feeble chro- 
matic sense. Moreover, it has been proved that there is 
a perfect gradation, from complete color blindness on 
one side, to normal chromatic perception on the other. 
The question naturally arises, from our practical point 
of view, whether it is possible to draw a dividing line 
between the kinds and degrees of defective color vision 
which would except those who could not cause any in- 
convenience to the railway service, and, in case of an 
affirmative answer, where such limit is to be found/" 

The subject in all its different phases is treated at 
great length by Dr, Jeffries. He dwells upon its preva- 
lence and its detection. But only the more salient 
features in connection with color blindness in its relation 
to railway operation have been given here. The subject 
is one of much interest, however, and should be studied 
by those interested in it. The time may not be far dis- 
tant when, in America, as in Europe, the Government 
may require railroads to have their employes who have 
to do with the movement of trains subjected to far more 
rigid examination in regard to vision than is now the 
case with most roads. Dr. Jeffries predicts that the 
safety of the traveling public will demand it. 

It is pointed out that to examine railway men by the 
signals with which they are familiar is not altogether 
safe, because color blind persons can by the difference 
in light and shade alone often distinguish the signals. 
He thinks the examination ought to be scientific, and that 
it should be conducted by none but experts. 

Some states have had the matter of such compulsory, 
examinations up for discussion, and Connecticut did 



STATION AND TRAIN WORK 39 

once pass such a law. It requires all employes in any 
way connected with the operation of trains, to pass an 
examination made by experts appointed by the Governor. 
They were to be tested for visual defects, including, of 
^ourse, color blindness, the examination being made, how- 
ever, in accordance with the rules of the State Board of 
Health. 

This law went into effect in 1880, with the immediate 
result that many trainmen could not correctly match 
colored worsteds or pass the other required tests, not- 
withstanding they had never before shown any apparent 
difficulty in distinguishing the signals in use. So great 
was the outcry against the measure by railway men that 
the act was soon repealed. 

The Massachusetts legislature referred the matter of 
making a similar law in that state to the railroad com- 
missioners, with the result that, after an investigation, 
they made a report, a few extracts from which will serve 
10 show its tenor : 

"Of course it is unsafe to employ a man afflicted with 
color blindness. But it would be at once foolish and 
cruel to remove three or four per cent of our railroad 
employes if they are in fact fully qualified to perform 
their duties. Persons who have been pronounced to be 
color blind prove on examination to have full perception 
of the colors of lanterns when placed at great distances 
and under trying circumstances. Employes who are 
theoretically color blind promptly distinguish white, red, 
blue and green lights at a great distance w T hile engines 
are going out and coming in, with all the attendant an- 
noyances of smoke and steam. The same men ulso dis- 
tinguish by daylight red, green and white flags at a 
like distance without failure, while a person totally color 



40 RULES FOR MOVEMENT OF TRAINS 

blind who happened to be present on one occasion pro- 
nounced a scarlet flag to be black when it was held di- 
rectly before his face. Nor is any case recorded, so fa-r 
as is known to this board, of a color blind man who could 
distinguish red from green in clear weather and who 
has mistaken red for green in foggy weather." The 
conclusions of the board are as follows: "That the ex- 
istence of color blindness, total and partial, is a well es- 
tablished fact, and that there are men who, by reason 
of such defect, are unfit for positions on railroads re- 
quiring ability to distinguish color signals ; that the ex- 
tent of dangerous color blindness (i. e., such color 
blindness as unfits persons for railroad employment) has 
been greatly exaggerated ; that examination may be prop- 
erly made by persons not medical experts, and that such 
examination will certainly be sufficient if doubtful cases 
are referred to such experts ; the board recommends that 
every railroad company shall have an annual examina- 
tion of every employe whose duties require or may re- 
quire capacity to distinguish form or color signals, and 
that no one shall be so employed who has not been thus 
examined; the examination should refer to color blind- 
ness and to other defects in vision; it should include all 
who are in any way connected with the movement of 
trains/' 

Afterward the legislature of Massachusetts passed a 
law requiring all railroad employes whose duties required 
them to distinguish form and color signals to be exam- 
ined at least once in two years for £olor blindness and 
other defective sight. 



HEATING PASSENGER CARS. 

The heating of passenger coaches has always been a 
problem. At first large stoves were used at each end 
of a coach and no practicable substitute for stoves was 
found for many years, notwithstanding the subject exer- 
cised the ingenuity and thought of inventors and railway 
managers from the start. While apparently simple it 
was really quite complicated, being not merely a question 
of satisfactorily warming cars, but of preventing danger 
from fire in case of accident. So great, however, has 
been the progress made in devising and improving sys- 
tems of heating, that it seems now as though perfection 
had been reached. Indeed, the subject of heating pas- 
senger coaches may be said to have passed through sev- 
eral stages in its evolution, in exactly the same ratio of 
progress as many other phases of railway operation. 
There are now several systems of heating in operation 
which may be described as follows : 



THE BAKER SYSTEM. 

To Mr. William C. Baker belongs the credit of having 
devised the first practicable, scientific system for heating 
passenger coaches. 

When the Baker system was first introduced, the dan- 
ger from hot coals being scattered, in case of a wreck, 
had not been removed, as will be seen by reference to 
Fig. i, illustrating and describing the first style of heater, 
some of which are still in use. This is known as the 
original or old style ordinary Baker heater. 

41 



42 



RULES FOR MOVEMENT OF TRAINS 




FIG. 1. 



THE ORIGINAL, OR OLD STYLE ORDINARY BAKER 
HEATER. 



A — Generator or Water Coil. 

B — Fire-pot. 

C — Inside Casing. 

D — Outside Casing. 

E — Top Casting. 

F — Safety Plate. 

G — Base of Smoke Flue. 

H — Feed-door. 

I — Ash-pit. 

J — Ash-pit Casting. 



K — Base of Stove and Bottom of 

Ash-pit. 
L — Grate in Position to Dump. 
M — Rocldng Bar and Shaker for 

Grate. 
E J — Perforated Castings Permit- 
ting Upward Air Circula- 
tion Through Space Be- 
tween Casings C and D. 



HEATING AND LIGHTING CARS 43 

The air between the casings when heated expands and 
therefore rises, permitting cool air to be forced in through 
the perforated holes in the casting J, to take its place, 
and so an upward circulation of air is maintained. The 
generator coil A is connected to the heating system and 
as it is always filled with water (usually salt water or 
brine) it is heated by the fire and expands rapidly. The 
water as soon as it expands rises and passes out of the 
coil at the top, and cooler water passes into the coil at 
the lower end, taking the place of the heated water, and 
so an upward circulation is maintained through this coil. 

The fire enclosure and water coil comprise the heater, 
but there are in addition some other apparatus used in 
connection with the system. These consist of a circu- 
lating or expansion drum, radiating pipes, cocks, etc., 
which serve to carry the hot water and distribute or 
radiate the heat throughout all parts of a coach. 

Figure 2 is an illustration of a circulating drum. This 
drum is always attached to the highest point of the heater 
— preferably the roof of the car. It holds the water 
needed for circulation after the pipes have been filled. It 
also serves as a reserve tank. It is set horizontally as 
shown in Figure 3. The position of cock C enables the 
lower half of the drum to be used for storing water. 
The upper half is used as an air chamber which serves 
as an expansion chamber to secure free circulation. The 
air freed from the pipes after the water is heated rises 
and gathers in the upper half of the drum. There are 
two tapped holes in the bottom of the drum, a and b ; 
the upper pipe from the heater enters one and from the 
other runs the circulating or down-flow pipe which car- 
ries the hot water through the car. 

Should the fire be allowed to burn unchecked or the 



44 RULES FOR MOVE1- - • • % OF TRAINS 

water circulation be impeded the pressure in the heater 
might become dangerously high. To provide for such a 
contingency an appliance of cast iron called a safety 
vent, indicated at v in Figure 2 3 is screwed into the top 
of the circulating drum. It is a single casting without 
joints; at the top it is thinned down to a specified thick- 
ness which serves as a weak spot to yield, allowing the 
top to be blown off when the pressure reaches a certain 
point. More or less water is lost when a top blows off, 
which should be renewed. As soon as a safety vent blows 




FIG. 2. CIRCULATING DRUM, OR WATER RESERVOIR AND EX- 
PANSION CHAMBER. 
V — Safety Vent. C — Oock. 

a b — Tapped Holes for the Upflow and Downflow Pipes. 

out the fire should be put out to protect the coil. Of 
course, when a safety vent top is blown out it should be 
replaced with a new one, although the bushing may be 
used again. 

The piping arrangement is shown in Figure 3. The 
expansion drum D is placed horizontally upon the roof, 
the heater being upon the floor of the car immediately 
beneath, as indicated by the coil A. The inflow pipe or 
riser R conveys the heated water to drum D from which 



HEATING AND LIGHTING CARS 



45 




bX3 






5 fa 



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s a 



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ft HH 

fa £ 



s u a 

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46 RULES FOR MOVEMENT OF TRAINS 

it descends into the car again through the pipe P and 
thence on its circuit through the line of piping p to 
which the pipe P is joined. The piping extends to the 
other end of the car X and then turns and in a series 
of loops, each one being under a seat, returns to point a, 
thence it crosses to the other side. The hot water is thus 
conveyed from one end of the car to the other, back 
again in a zig-zag circuit along the same side, thence 
across the car to the other side, and down the pipe p to 
X as before, back again as on the other side to the return 
bend at Y, recrosses the car at b and thence re-enters the 
heater at the bottom of the coil at b. The course of the 
circulation is indicated by the arrows. The pipe goes 
below the floor of the car at d as shown, a tee fitting 
being placed at t. In order to drain off the water when 
necessary a drain cock is placed at e. For better elucida- 
tion the illustration represents the car broken in two, the 
two parts being close together. 

As the water in pipe R heats and expands, rising into 
the expansion drum, the water in pipe P being cooler, 
it weighs more and so exerts a pressure on the water 
in pipe p, causing it to circulate in the piping and re- 
enter coil A at its lower end. Passing through the pipes 
in the fire it is again heated, rises through the coil into 
the drum and is again discharged through the other pipe 
leading from the drum to the radiating pipe. Thus a con- 
tinued up-flow of hot water is maintained through the 
coil into the drum, and a constant down-flow from the 
drum to the pipes in the car. The drum is filled through 
the funnel f and the cock C. After being filled the funnel . 
should be turned downward to prevent dirt or cinders 
from accumulating in it. The cock is provided with a 
drip pipe. The foregoing describes the construction, 



HEATING AND LIGHTING CARS 



47 



piping and method of water circulation of the ordinary 
Baker heater, but, as already stated, the danger from hot 
coals being scattered in case of accident was not elim- 
inated by the introduction of this heater. This led to an 




FIG. 4. IMPROVED FIRE-PROOF HEATER. 

A — Coil. F — Safety Plate. 

K — Asfa-pit Door. i — Spring. 

G — Smoke Flue Base. D — Fire Safe. 

E — Top Plate with Small Holes. a — Indicating Depth. 

N — Smoke Screen. C — Sheet-iron Casing. 

o — Coal Feed Chute. d 1 — Regulator Diaphragm. 



48 RULES FOR MOVEMENT OF TRAINS 

improved or Baker Fire-proof Heater being invented, a 
description of which follows : 

There is a fire-safe consisting of an outside shell or 
casing made of a flexible grade of steel, without joint or 
seam. See Figure 4. D is the fire-safe; the depth of 
the casing or shell is indicated from a to a. On the 
inside of the shell are sheets of asbestos and next to 
these layers of asbestos is a sheet-iron casing C, enclos- 
ing the coil A; the space between casing C and coil A 
serves as an air space for the hot gases from the fire, 
and the space inside the coil A serves as a fire chamber. 
The fire is accordingly within four casings: (1) A 
water casing consisting of the closely wound coil A filled 
with water; (2) a casing of sheet-iron; (3) a casing of 
asbestos layers; and (4) an outer casing of steel plate. 

The small holes in the draft, or ash pit, door K are 
the only open means of communication between the fire 
and the outer air; therefore, should the heater have the 
smoke-flue base G moved in a wreck, the only place 
through which fire could escape would be through the 
small holes in the top of E, and as these holes are so 
small there would be no danger of hot coals escaping. 

The smoke screen N is a cone shape casting, as shown 
in Figure 4 for feeding the coal in at the front, the 
opening being just behind the feed-door. The coal goes 
down through the bottom of the casting, thence through 
the coal feed-chute o into the fire. Safety plate F, which 
is controlled by the hand lever h (the latter being held in 
place by the spring i), closes the hole in the bottom of 
the screen N, the top of which has small holes as shown, 
for the smoke to pass through. 

The different casings which enclose the fire, the safety 
plate which covers the feed-chute, and the cinder-proof 



HEATING AND LIGHTING CARS 



i9 



door which closes in the ash-pit, together with the asbestos 
sheeting between the ash-pit bottom and the sheet-iron 
bottom of the heater render this style of heater practically 
fire-proof; because the smoke-pipe and smoke-flue base 
might be broken off in a wreck without exposing the 
fire in the fire-chamber, the latter being practically fire- 
proof. 

Another style of Baker fire-proof heater is the "two 
with a distinct circulation for each side of a car { 



cou 



thus doubling the capacity. See Fig. 6. 




27 







30 



FIG. 5. AUTOMATIC REGULATOR AND 

15 — Fire Regulator Bowl. 

24 — Adjustable Draft Regulator Spring. 

27 — Regulator Lever and Pressure Indicator. 

30 — Forked Connection and Door Rod. 

31 — Piston* Brass Connecting Lever. 



PRESSURE INDICATOR 



The fire-proof heaters just described have an automatic 
arrangement for regulating the fire according to the pres- 
sure in the heater and the temperature in the radiating 
pipes. It is in effect a draft regulator, as shown by the 
letter r in Figure 4. It is also shown in detail in Figure 
5. It will be seen that a pipe indicated by p leaves the 
riser R at the point shown and runs into the regulator 



50 



RULES FOR MOVEMENT OF TRAINS 




FIG. 6. DOUBLE COIL OR TWO CIRCULATION HEATER. 



HEATING AND LIGHTING CARS 51 

bowl, which consists of two concave pieces bolted to- 
gether. Between the two parts of the bowl is a dia- 
phragm d made from corrugated steel, as shown sep- 
arately at the right. The steel is tempered and has a 
thin sheet of copper on each side. This diaphragm is 
bolted between the parts of the regulator bowl as de- 
scribed ; the under side of which is exposed to the pres- 
sure in the pipe R. The rod q passes through the top 
of the bowl and rests upon the diaphragm d. 

The pressure in R and in the bowl gradually increases, 
forcing up the middle flexible portion of the diaphragm 
and thus the rod q is lifted against the action of the spring 
S and the lever 1, and so raises rod s and counter-draft 
door O, thus checking the draft through the fire. When 
the pressure in R decreases the diaphragm moves down- 
ward, the spring S pulls the lever 1 down and so closes 
the door O, causing -more draft. The spring S has a 
loop at the upper end so it may be placed in any of the 
holes shown in the lever 1. The closer to q it is the less 
force on the diaphragm is required to raise 1. Each hole 
is marked with the pressure at which the door will open 
when the spring is in it, and this pressure corresponds 
with the pressure in the heater. Therefore r is really 
a temperature regulator, because the temperature varies 
with the pressure. 

The water used is preferably salted, almost like brine. 
This prevents the pipes from freezing when not in use. 
Fresh water may be used, but it freezes at a temperature 
of 32 F., so there would be some danger and annoy- 
ance likely when starting fires. Salt water has a much 
lower freezing point than fresh water and the more salt 
it holds in solution the lower is the freezing point in 
the temperature. So with the brine properly prepared 



52 RULES FOR MOVEMENT OF TRAINS 

the pipes will not freeze though the car should stand for 
several days without a fire and the temperature be 30 
below zero. Salt water does not injure the pipes, neither 
do they rust. Heaters in use for several years have been 
examined and found free of rust or salt deposits. The 
brine should be prepared in a barrel or other vessel, and 
more salt than immediately dissolves should be put in 
and stirred up occasionally from the bottom; after 
twelve hours the excessive salt will have gone to the 
bottom, the water appearing clear above it. The salt de- 
posit at the bottom of the barrel should not be disturbed, 
only the clear salt water should be used to fill the heater 
system, which will be salt enough to stand a very low 
temperature without freezing. 

An absolutely solid body of water in the pipes is es- 
sential to proper circulation. Therefore all air, dirt and 
scale should be expelled from the pipes and they should 
then be filled with water free from air bubbles, as follows : 

All draw-off or drain cocks in the circulation piping 
should be opened, the safety valve removed, and the 
combination cock kept closed. Then a half-inch pipe 
should be run from the topmost tapping in the expansion 
drum as shown at A A, Figure 7. This piping must be 
absolutely tight. It should be extended down outside 
the car and connected to the upper end of a coil or pipe 
in the barrel or tank, the latter being put as close as 
possible to the car. Coil B should be about 2 inches 
smaller in diameter than the inside of the barrel and 
should be coiled as closely as possible to insure a large 
amount of heating surface. Near the lower end should 
be a tee (T) fitting shown at a (see (b)) and an angle 
valve b should be connected to the tee (T) as indicated. 
A metal strainer c should be attached to the angle valve 



HEATING AND LIGHTING CARS 



53 




FIG. 7. ARRANGEMENT ILLUSTRATING METHOD OF FILLING 
THE HEATER CIRCULATION SYSTEM. 



54 RULES FOR MOVEMENT OF TRAINS 

to prevent salt or any other solid matter from entering 
the pipes. The lower end of the coil should be con-, 
nected with the Globe valve e. The water, if salt, should 
be sufficient to fill the pipes without drawing down too 
close to the surplus salt at the bottom and not too near 
to the strainer. The water level should never be less 
than four inches above the strainer. One hundred feet 
of I J4 -inch piping will hold about seven and a half gal- 
lons of water; therefore, if the number of feet of circu- 
lation piping is known the quantity of water can easily 
be calculated. As a precaution an excess quantity of 
about a third should be provided. A barrel of the ordi- 
nary size will usually hold enough water to fill the heater 
in a standard car; and the same quantity suffices for 
one-half of a double circulation heater, but to guard 
against taking air into the pipes care should be taken 
to have more water or brine than is absolutely needed 
so as to not draw it down too near to the strainer. 

The angle valve b should be closed and the globe 
valve e opened ; a steam hose connected to the draw-off 
cock furthest from the expansion drum and about 25 or 
30 pounds of steam blown into the pipes. Directly it 
issues in full volume freely from each open draw-off 
cock that cock should be closed, and thus in the course 
of a few moments every foot of the heater pipes will be 
full of live steam which will force its way into the 
expansion drum and out through the coil B and the 
globe valve e, carrying the air and the condensed water 
with it, which will be discharged from the globe valve e. 
Should any live steam escape with the water, the valve 
should be closed a little, or until nothing but water and 
air escape. The steam will heat the water in the barrel 
to the boiHng point when all the air has been expelled; 



HEATING AND LIGHTING CARS 55 

and boiling will expel the air held in suspension in a 
body of cool water; then, if the boiling water will float 
a potato it is salt enough to use in the circulation pipes. 
The globe valve outside the barrel and also the draw- 
off cock through which steam enters the pipes should be 
closed and the steam hose disconnected. The angle valve 
inside the barrel should be opened, whereupon the steam 
from the pipes will continue to enter the brine until the 
pressure is reduced. The steam which remains in the 
pipes will condense and form a vacuum into which the 
boiling hot brine is forced by atmospheric pressure, com- 
pletely filling the pipes in a few moments. It may be 
known the pipes are completely filled by the water level 
in the barrel remaining stationary. 

The half-inch piping should be disconnected after the 
circulation piping is filled, whereupon it will be discov- 
ered the drum is full to the top. This excess may be 
drawn off through the combination cock to the level of 
the cock and then the safety valve should be replaced. 
When, after a few hours, the water has cooled, it will 
have contracted to some extent, so a small quantity may 
be added by hand through the combination cock. The 
heating system will then be ready for service. In the 
case of double-coil circulation systems they should be 
treated as though each were a separate car. 

The fire should be started slowly when first it is 
lighted, it is best to begin with a wood fire. It should 
burn gradually until the circulation of the hot water is 
complete, which is indicated by the entire piping system 
being hot. Then the fire should be allowed to die down 
and the water to cool. Probably two or three firings 
and coolings may be necessary before all the air is ex- 
hausted from the pipes and the water becomes "solid." 



56 RULES FOR MOVEMENT OF TRAINS 

Usually after the first firing the heater needs more water. 
For the first few days the renewing of w-ater should be 
carefully attended to, a small deficit may have to be 
made good every day for the first week or two. When, 
however, the water becomes solid throughout the heater 
and circulation pipes no further renewal will be neces- 
sary; but nevertheless frequent tests should be made to 
ensure that everything is working right. 

To test for the amount of water in the drum and 
piping the fire should be low and no pressure in the 
heater. The height of the water in the drum should be 
noted by means of the combination cock C, Figure 5. 
If the water is at the right height it will run out of the 
drip pipe when the cock C is opened. To renew water 
when necessary to do so, it should be put in through the 
filling funnel f, which is attached to the cock C. When 
through the cock should be closed and the funnel turned 
down. 

To empty water from the heating system, if occasion 
requires, it should be drawn off through the cock e in 
the crossover pipe, Figure 3. At the same time cock C 
in the drum should be opened to serve as an air vent, 
thus admitting atmospheric pressure to assist in discharg- 
ing the water more freely. Should there be any extra 
drain cocks where water could be pocketed in the piping 
they should be opened also* to drain out the water. The 
circulation system should never be emptied unless abso- 
lutely necessary. 

If the water should ever be allowed to get low enough 
so that the drum is emptied, circulation will stop, the 
pressure will increase rapidly, and the safety vent prob- 
ably blow out. Should it get so low as to leave none in 
the coil the latter would burn out; but if the water is 



HEATING AND LIGHTING CARS 57 

always kept solid the circulation throughout the entire 
system will be satisfactory, without any pressure in the 
heater. Should a safety vent blow out, the fire should 
be immediately drawn, the water renewed to the level 
•of the combination cock C, another vent v screwed into 
the drum and the fire again started. 

On the old style Baker heater the safety vent con- 
sisted of a rubber ball held between two brass plates. 
The screws which hold these plates must not be interfered 
with nor should the plates be screwed any closer together 
than was originally intended. Every time the valve 
blows out it spoils the ball, therefore a new one should 
be put in, but the cast-iron vent is far more reliable. 

The pressure gauge indicates the pressure within the 
heater. 

The New Style of Baker Heater Steam Attachment 
consists of four ^-inch copper pipes screwed into brass 
fittings, and placed vertically into a 3-inch wrought iron 
cylinder, three and one-half feet long. Into this cylinder 
steam is admitted from the locomotive through a ^-inch 
branch pipe leading up Trom the train pipe, to top of 
cylinder. By this arrangement, steam instead of fire in 
the Baker heater is used, if desired, to circulate the water, 
or steam can be used at the same time as the fire, to 
heat up quickly. 

When used in connection with a heater, it is placed at 
the back of the heater, as shown in Figure 8, between 
the return pipe and the pipe connecting top of the coil 
to the drum. (The heater coil can be cut out if so de- 
sired.) 

The steam is controlled by an angle valve, placed at 
the top of the ^-inch supply pipe. The position of the 
valve is such that all water from the condensed steam 
will run from it. 



58 



RULES FOR MOVEMENT OF TRAINS 




tittS 



FIG. 8. BAKER STEAM ATTACHMENT SHOWN 

FITTED TO HEATER. CUT TO THE RIGHT 

SHOWS THE ATTACHMENT DETACHED 

FROM HEATER. 



HEATING AND LIGHTING CARS 



59 




FIG. 9. DETAILS OF IMPROVED BAKER STEAM ATTACHMENT. 
(See Fig. 8 for Same Shown Attached to Heater.) 



60 RULES FOR MOVEMENT OF TRAINS 

No "trap" is used for the release of the water of the 
condensed steam, but instead a simple blow-through 
valve on a 2^ -inch drip pipe, operated inside the car. 
The seat of this valve has a small groove, which allows 
the escape of condensed water, even if closed. * 

A check valve is placed in the feed pipe between the 
drum and the radiating pipes, insuring positive circula- 
tion in the right direction when the heater coil is cut 
out. 

An anti-hammering pipe is connected to the top of 
the circulating drum to relieve any air pressure which 
thereby prevents the hammering. 

In using this steam attachment in connection with a 
double coil heater, each side works independently of the 
other. 

It is claimed that circulation is obtained in 40 minutes, 
with only 15 or 20 pounds of steam, and that best re- 
sults are obtained by turning steam on slowly at 5 pounds 
— and up to 15 or 20. After circulation is complete, it is 
said to require but from 5 to 7 pounds to maintain. 

The steam attachment can also be used independently of 
any heater in connection with the expansion drum and 
hot water radiating pipes'. When used independently of 
the heater, an attachment (jacketed with asbestos cov- 
ering) can be placed on each side of the car, if desired, 
thus doing away with the "cross-over," which, it has 
been asserted, is a very objectionable feature in car 
heating. 

STANDARD HEATING SYSTEM. 

This system has as its basis the ordinary hot water 
circulating system, with the Baker heater stove. The 
heat of the fire in the stove being replaced with steam 



HEATING AND LIGHTING CARS 



61 



drawn from the locomotive ; of course the fire in the 
Baker heater stove may be started whenever necessary. 
To use the steam thus drawn from the locomotive steam 
jackets are used, one being located near the heater, on 







; the pipe which leads to the bottom of the coil, the others 

i on the pipes which lead to and from the radiating pipes 

'on the side of the car opposite the heater side, known 

as "cross-overs," or, in the case of a double circulation 



62 RULES FOR MOVEMENT OF TRAINS 

car they are connected into the circulation near the mid- 
dle of the car. The steam thus drawn from the loco- 
motive is conducted from car to car by means of i uitable 
flexible couplings and pipes beneath the floor; these 
pipes are called train-pipes, and they are so arranged as 
to admit of gravity drainage from a selected high point 
to each end of the car. A fitting is placed at this high 
point which permits the necessary quantity o>f steam to 
be withdrawn from the train-pipe for use in heating the 
car. Two train-pipe valves, Figure 10, one at each end 
of the car, control the passage of steam through the pipe, 
both being kept open, except the one at the rear end 
of the rear car, which should be closed to prevent the 




FIG. 11. EXTENSION HANDLE. 



steam from escaping. A small groove in the seat of the 
valve provides for the continual draining of the con 
densed steam (or water) and prevents freezing. The 
train-pipe valves just described are controlled by exten- 
sion handle, Figure n, which is readily reached from 
the car step. 

From the fitting in the train-pipe steam passes first 
through a controlling valve, near the heater, along the 
truss plank to the low end of the jacket nearest the 
heater and from this jacket by connecting pipes to the 
other jackets in series. These jackets have each an in- 
clination upward in the direction of the circulation of 



HEATING AND LIGHTING CARS 63 

'the water, steam entering and leaving the low end of 
each jacket. The steam pipes should maintain a gradual 

-fall from the controlling valve to the low end of the last 

'jacket and then to the automatic trap. 

In all jackets the water contained within the outer 
pipes is heated by the passing steam, thus aiding in the 

'circulation, and also reducing to from one-third to one- 
sixth the time required to cause complete circulation of 

: hot water in all parts- of the system. While the steam at 

■the pressures used is far below the temperature of fire, 
its application in this way, at various points of circula- 
tion instead of at one point (the heater coil), results in 

-a more uniform heating, and higher average temperature 
of the pipes throughout the car. The principle is the 
same in a double circulation car, the only difference being 
in the location of the jackets, which are connected into 
the circulation as shown. 

It will be noted that the entire water circulating sys- 
tem is a "closed" one, and that when once filled with 
water to the proper level, requires no further attention. 
! The heat required for the car is regulated by a con- 
trolling valve which admits steam to the jackets, and 
by which means a uniform temperature is easily main- 
tained. 

To discharge the condensed steam (or water) from 
the steam pipes, and yet prevent steam from escaping, 
ian automatic steam trap is used, Figure 12. This trap 
lis adjusted by loosening the locknut F, on the end, the 
trap is then opened by screwing out the seat (which is 
! controlled by the smaller square stem D) until steam 
escapes freely, then it should be closed until a point is 
reached where just a little steam escapes with the water . 
When the seat is adjusted properly the locknut should 



64 



RULES FOR MOVEMENT OF TRAINS 




HEATING AND LIGHTING CARS 



65 







-1311/90 



o 
fa 

H O 



o 

o 

2 fa 

A-i O 

Si 

£ ° 



« Q 

GO £ 






be tightly screwed up, care being taken not to let the 
seat move while doing so. 

The minimum pitch which should be given to the trap 
to ensure that the water of condensation drains through 
the outlet is shown in Figure 13, which also shows a 



66 RULES FOR MOVEMENT OF TRAINS 

blow-off valve connected to the one-inch pipe thread in 
the end of the trap. This valve serves to remove any 
dirt or scale from the trap, and it also permits the quick 
discharge of condensed steam. It is usually so arranged 
that it may be controlled by an extension handle through 
the floor of the car. 

Should steam be entirely cut off at any time, the trap 
will immediately discharge all condensation which re- 
mains in the pipes. Or, it may be quickly discharged by 
means of the blow-off valve above the trap, which is 
generally controlled by a handle through the floor. The 
trap is fully capable of being used without recourse to 
this auxiliary, it is merely there for use in the event of 
most extraordinary and very severe conditions. 



' DIRECT STEAM HEATING SYSTEM. 

This system, illustrated by Plates I, II. and III, is a 
simple and easily applied heater for cars. It is illustrated 
on Plate III. 

Steam is supplied to the cars by means of an ordinary 
train-pipe, with flexible couplings between the cars. This 
train-pipe drains from the center t6 each end of the car, 
and at the middle point is a cross, 638. 

Two train-pipe valves, one at each end of the car, con- 
trol the passage of steam through the pipe, both being 
kept open, except the rear one of the rear car, which is 
closed to prevent the escape of steam. A small groove in 
the seat of the valve provides for the continual draining 
of the condensation in the train-pipe and avoids freezing. 
These train-pipe valves are controlled by extension han- 
dles, which may be readily reached from the steps of the 
car. 



TRAP S33 

Plate 1. Design showing Standard Heating System 



as used with Single Circulation Baker Heaters. 




^622 

Plate 2. Design showing Standard Heating System as used with Double Circulation Baker Heaters, 




Plate 3. Diagram illustrating design for Direct Steam Heating System. 



HEATING AND LIGHTING CARS 



67 




C — Body. 
D — Bonnet. 



ELEVATION SECTION A B 

FIG 14. STEAM INLET VALVE. 

LIST OF PARTS. 

F — Gliaml I — Disc, 

G — Hand Wheel. K — Stem Nut. 



E — Cap Nut. H — Valve. 



L — Stem. 



O — Valve Nut. 
P — Cotter Pin. 
R — Disc Case^ 



68 



RULES FOR MOVEMENT OF TRAINS 



Steam is supplied from the train-pipe through the 
cross, 638, and it passes to each side of the car. Rising 
through the floor beneath a seat, it is controlled by a 






Sect 


ion 








Elevation 






FIG. 


15. 


ANGLE 


VALVE. 








(Used 


on Locon 


LOtive. ) 


D — Cap Nut. 












K— Union Nut. 


E — Gland. 










L — Union Nipple. 


F — Bonnet. 










X — Hand Wheel. 


G — Stem. 










Z — Gasket. 


H— Body. 










No. 142a — Retaining Screw. 


I — Stem Nut. 










No. 150 — Bonnet Screw. 


J — Valve. 















steam inlet valve, Figure 14, which is capable of very fine 
adjustment. Biy means of this valve the requisite amount 
of steam necessary to heat the car is admitted. 




Plate 4. Locomotive Steam Heating Equipment for Furnishing Steam to the Coaches. 



HEATING AND LIGHTING CARS 



69 



Along the truss plank is a radiator of two (2) inch 
pipes, and the steam from the inlet valve enters the upper 
one first through a back outlet return bend, 783, and 
expansion bend. This 2-inch pipe has an inclination from 
the center toward each end of the car, and the steam fol- 
lows these inclinations, entering the lower pipe from the 
ends and returning toward the center. At the center is a 




r* PLAN=- 



BRA63 




1'NpipETKRLAD. 
4 




-= SECTION CD. =*- 



-- ELEVATI0N.3- 



E — Plug. 
F — Body. 



FIG. 16. REDUCING VALVE. 
(Used on Locomotive.) 
G — Washer. 
H — Nut. 



tee, 708b, from which a 2-inch pipe is taken to a vertical 
automatic trap, which regulates the discharge of the 
condensation. 

The radiation of the heat from the two pipes along the 
truss plank heats the car, the area of radiating surface 
being proportioned to the size of the car. 

Plate IV illustrates in a general way the method of 
equipping a locomotive for use with steam heated cars. 
Steam is usually taken from the "steam box." 



70 



RULES FOR MOVEMENT OF TRAINS 



Angle Valve, Figure 15, Reducing Valve, Figure 16, 
and Gauge, Figure 17, are placed in the relationship 
shown on the drawing. The first is for admitting the 
steam supply, and the Reducing Valve is for controlling 
the pressure on the Train-Pipe and should never be used 
as a shut-off valve. 




SIPHON 



i-PlPETHREAO/ 



FIG. 17. GAUGE FOR STEAM HEATING. 
(On Locomotive.) 



Experience has shown that it is best to carry a pressure 
of 40 lbs. on the train-pipe for a train of eight cars or 
less, and that for a greater number of cars, the pressure 
should be increased five pounds for each car above eight. 
It is better to have a pressure higher than is needed than 
one that is too low, and it is not a serious drain on the 
locomotive. The amount of extra work put on a locomo- 
tive, by the steam heating of its train, is measured by 



HEATING AND LIGHTING CARS 71 

the amount of water condensed by each car, and is 
roughly about 40 to 60 lbs. per hour per car. 

Care should be taken to keep the steam gauge, Figure 
17, in good order, and it should be tested and corrected, 
if necessary, at least once each season. Many cases of 
reported failures of trains to heat properly are found to 
be due to errors of gauges, the pressure actually supplied 
being far below that indicated by the gauge. 



STEAM COUPLER TROUBLES. 

Owing to modern passenger traffic conditions, with the 
donstantly increasing demands made on locomotives, im- 
provements to prevent leaks and effect economy of steam 
have been made and upon many railroads have been 
dopted. We give, therefore, a concise description of 
iew style steam couplers made by the Consolidated Car 
Ieating Company. 

Serious steam losses result from imperfect connections 
of steam hose couplers. Constant efforts have been made 
to construct a satisfactory coupler. Coupler heads are 
hammered together, and locking devices are applied in 
an attempt to force a tight joint — and still the drain on 
the locomotive has increased and the delays to trains on 
account of leaky couplers have been as frequent and 
annoying as ever. 

The Consolidated Car-Heating Company claim to have 
overcome this condition by the development of the type 
of coupler we describe (see Figure 18). The essential 
points in the construction of this type of coupler are : ( 1 ) 
an automatic locking device, (2) all the points of en- 
gagement are carefully machined, (3) the opening 
through the head can be adjusted from i 1 /^ to ij^', (4) 



72 



RULES FOR MOVEMENT OF TRAINS 




m 

P 
< 

W 

fa 

o 

o 

o 
o 



HEATING AND LIGHTING CARS 73 

the liability to hose kinking is prevented by the increased 
angle of the coupler nipple, (5) should the train part the 
coupler automatically separates, (6) on sharp curves or 
under strain of the draft rigging the coupler will not 
open and leak steam, (7) the wear and gasket losses are 
reduced to a minimum through the novel and efficient 
method of holding gaskets. 

The gasket is applied to the coupler by sliding it into 
tlje machined groove, and is firmly locked in place by 
sjightly bending the steel lug formed on it. Springs are 

t used to hold it in place, neither are they necessary, 

cause there is no obstruction in the steam passage. It 
ii moulded into one piece and has wide faces at the front 
dnd back, making a positive seat and steam tight joint. 

When a coupling of the heads is being made, the locks 
1 re turned to one side so that the lug and clutch can 
engage each other. The locks are then snapped into 
position (see Figure 19). 

I The small degree of lift of the heads with the attend- 
ing slight bend of the hose in the coupling will be noted. 
This feature is the result of the increased angle of the 
coupler head nipple. It produces the important advan- 
tage of ease in making the coupler connection, of effecting 
a more positive automatic coupling, and of greatly les- 
sening the amount of bending at the hose when coupling 
and uncoupling. It is the bending of the hose which 
proves so destructive to its life — especially in regard to 
the larger sizes. The increased angle of the nipple per- 
mits of a natural set form to the hose when coupled. The 
bending strain is distributed over the entire length of the 
hose instead of being confined to the point just back of 
the nipple and causing kinking, as is the case when the 
angle of the elevation of the nipple is less. The service 



74 



RULES FOR MOVEMENT OF TRAINS 



application of the coupler locks is shown in Figure 19 
and is as follows: Points A and A 1 acting as fulcrums, 
through the compression of the specially oil tempered 
spiral steel springs, B and B 1 , cause the locks to exert a 
downward pressure of 35 to 40 pounds at the extreme 
tip of each of the coupler wings, C and C 1 . Point D 
acting as a hinge, the two gaskets are brought into 
definite and fixed contact, and a steam-tight connection 
is effected. 

The automatic locking device is, perhaps, the most 
important feature in the effective operation of this coup- 
ler; it is claimed for it that, a steam tight joint is insured 
under all conditions, that the gaskets are brought to- 
gether and locked as one piece, that when coupled with 
heads of other types the locking effect is interchangeable, 
that heads are prevented from lifting and leaking on 
sharp curves or under strain of draft rigging, that the 
necessity of hammering heads in an attempt to get tight 
joints is entirely done away with, and that in event of the 
train parting for any cause there is no tearing out of 
hose or pulling out of train line. 

In case of accidental break-in-two of the train the 
coupler wings are forced up by the straightening of 
the hose, D acting as a hinge, and the pressure of 
the lock springs B and B 1 being overcome until the 
line of draft reaches a higher plane than the line of 
contact, when the. coupler heads part without damage 
to hose or train line. 

THE ECONOMY CAR HEATING SYSTEM. 

This system is designed to heat passenger trains with 
the exhaust steam from Air Pumps instead of live steam 
from the locomotive boiler. 



HEATING AND LIGHTING CARS 



75 




O 
O 

H 
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fa 

O 

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H 
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2 



76 RULES FOR MOVEMENT OF TRAINS 

Many attempts have been made in the past to utilize 
the exhaust steam from Air Pumps for heating purposes, 
but without success., as no means were provided for tak- 
ing care of the condensed water discharged from the 
pump with the steam. The manufacturers state that the 
action of the Air Pump on the road being intermittent, 
constantly stopping and restarting, and so causing con- 
siderable condensation to take place in both the steam 
cylinder of the Air Pump and its steam supply pipe, 
which, being discharged by the Air Pump upon each 
restarting, can, if carried into the heating system of the 
cars, fill the radiators and pipes and so prevent the cars 
from being properly heated. Serious damage would also 
be likely to result from the freezing of this water in the 
car radiators and pipes. 

With the Economy Car Heating System the exhaust 
steam and water from the Air Pump is discharged into 
a Reservoir, and the water is prevented from passing 
into the train pipes and radiators. In the Reservoir also 
all the zvater is re-evaporated into steam, and both the 
heat in the steam and the latent heat in the water ex- 
hausted from the Air Pump (which has heretofore been 
wasted) are used for heating the cars. 

It has been fully demonstrated, the makers claim, on 
a large number of railroads, on which this system is in 
use, that the average passenger train can be properly 
heated with the exhaust steam from the Air Pump with- 
out the use of live steam. 

In case the exhaust from the Air Pump should not be 
sufficient to heat the train, live steam to supply the de- 
ficiency is automatically drawn from the locomotive 
boiler. This condition might arise with limited express 
trains making but few stops, or with very heavy trains 



HEATING AND LIGHTING CARS 77 

in extremely cold weather. In this event, all the heat 
from the Air Pump exhaust would be utilized, and the 
boiler would furnish only the excess quantity of live 
steam necessary to heat the train. 

This system is claimed to be perfectly automatic and 
requires no attention on the part of the engine crew on 
the road. The "Relief Valve" is set at the maximum and 
the "Pressure Regulator" at the minimum pressures 
before the train is started, and the steam pressure in the 
train heating system is absolutely confined between these 
two pressures. 

Fuel and water are also saved by the removal of the 
Air Pump exhaust from the stack, it being a well-known 
fact that the discharge of the exhaust steam from the 
Air Pump into the stack, which is the practice on many 
railroads, causes a constant draft on the fire and a con- 
siderable waste of coal. Steam and water are also wasted 
by the frequent opening of the pop valves and the opera- 
tion of the injectors to maintain the proper water level. 

The noise from the Air Pump exhaust is avoided, 
which is an advantage of no little importance, especially 
with locomotives standing under covered stations. 

A very perceptible improvement in the steaming of 
locomotives has resulted, it is stated, from their equip- 
ment with this heating system, especially in the case of 
locomotives that had previously steamed poorly in cold 
weather. This has been due to the fact that practically 
all of the steam generated in the boiler has been available 
for use in the locomotive cylinders, and the constant 
drain of live steam for heating trains has been eliminated. 
Locomotives have, therefore, been atjle to make their 
time, and the delays caused by "low steam" have been 
avoided. 



78 RULES FOR MOVEMENT OF TRAINS 

No change whatever is required in the car heating 
equipment, the apparatus being applied to the locomotive 
in a manner for use in conjunction with the car heating 
system already in service, which can also be used inde- 
pendently of the Economy Car Heating System, with 
live steam direct from the boiler, if desired. 

The effect upon the Air Pump from its operation under 
back pressure is the same only as would result from an 
increase of the main reservoir pressure. 



PIPE CONNECTIONS. 

One set of the Economy Car Heating Apparatus con- 
sists of a Reservoir, Three-way Cock, and "E. C. H." 
Relief Valve. 

Various types of locomotives require different locations 
of the apparatus. The material for the pipe connections 
depends upon the respective locations of the Air Pump 
and Reservoir. 

Pipe of the I 1/4 inch size should be used. 

The Reservoirs are made in four sizes, 44 inches in 
length, and 14, 16, 18, and 20 inches outside diameter 
respectively, of steel, carefully tested under 250 pounds 
pressure. They are first covered with asbestos cloth, 
then lagged with wood one inch thick, and fitted on the 
outside with an iron jacket. 

The largest size of Reservoir that will clear the cab 
line should be used, especially for locomotives hauling 
long or heavy trains. For trains consisting of not more 
than four cars a Reservoir of the 14-inch size is amply 
large. * 

The Reservoir should be attached to the running board 
directly under the cab and on the same side of the loco- 



HEATING AND LIGHTING CARS 79 

motive as the Air Pump, so that the pipe connecting the 
Air Pump and the Reservoir will be the shortest possible. 
The location of the Reservoir on the same side of the 
locomotive as the Air Pump is not absolutely necessary, 
and, in case the driver brake auxiliary reservoir, triple 
valve, signal valve, etc., are on the same side of the 
locomotive as the Air Pump, the Reservoir may be at- 
tached to the running board directly under the cab on the 

3posite side, and the exhaust pipe from the Three-way 
tock carried back into the cab, across the boiler butt, 
3nd down through the running board into the Reservoir. 
If the space on both sides is already occupied and it is 

ipossible to locate the Reservoir below the running 
board directly under the cab, and on locomotives having 
the Wooten type of firebox, the Reservoir should be 
attached below the running board forward of the Air 
Pump. 

The Reservoirs have two openings in one end and one 
opening in the other end. The Reservoir with the end 
having the two openings should be placed at the forward 
end, and the single opening on the rear end should be 
at the lowest point. A pipe should be connected from the 
single opening on the rear end of the Reservoir direct 
to the train heating pipe under the locomotive tender. 

The Three-way Cock should be located in the exhaust 
pipe of the Air Pump and close to it, fitted with a rod 
leading back into the cab and a handle convenient for 
operation by the engineer (see Figure 20). A pipe 
should be connected from the Three-way Cock to one of 
the openings in the forzvard end of the Reservoir. Quar- 
ter-turns and tees should not be used with the pipe lead- 
ing from the Three-way Cock to the Reservoir, but the 
pipe should be bent if necessary. A pipe should be con- 



80 



RULES FOR MOVEMENT OF TRAINS 



nected from the other, or third opening in the Three-way 
Cock to the stack or saddje as heretofore. 

A pipe should be connected from the direct steam pres- 
sure regulator to one of the openings in the forward end 
of the reservoir, and from this same pipe a pipe should 




FIG. 20. SHOWS THE THREE-WAY COCK LOCATED IN THE EX- 
HAUST PIPE CLOSE TO THE AIR PUMP, WITH THE OP- 
ERATING ROD LEADING BACK INTO THE CAB. 

be connected to the "E. C. H." Relief Valve. A pipe 
should also be connected from the "E. C. H." Relief 
Valve to vent the surplus steam either through the roof 
of the cab or forward into the saddle or stack, as may be 
preferred. 



HEATING AND LIGHTING CARS 81 



OPERATION. 

Before the train is started adjust the Pressure Regu- 
lator for the minimum pressure and the "E. C. H." 
Relief Valve for the maximum pressure required to heat 
the train. The steam pressure on the train heating sys- 
tem will therefore be confined between these two 
pressures. 

Pull back the handle of the Three-way Cock, to dis- 
charge the exhaust steam from the Air Pump into the 
Reservoir, and open the boiler valve in the direct heating 
system. 

To shut off the steam from the train, close the boiler 
valve and push the handle of the Three-way Cock for- 
zvard to discharge the exhaust from the Air Pump into 
the stack or saddle. 

The Three-way Cock must be kept in either the ex- 
treme forward or back position, as any intermediate posi- 
tion would close the exhaust pipe from the Air Pump. 

To increase the pressure on the train heating system, 
slacken the Cross Bar Check Nut of the "E. C. H." 
Relief Valve and turn the hand wheel from left to right; 
to* decrease the maximum pressure, turn the hand wheel 
from right to left and tighten the Cross Bar Check Nut. 

It will be found that average trains can be properly 
heated with the exhaust steam from the Air Pump with- 
out opening the boiler valve in the direct steam heating 
system. In case, however, the Air Pump exhaust is not 
sufficient to maintain the required pressure, open the 
boiler valve and the Pressure Regulator w r ill furnish live 
steam to supply the deficiency. 

The locomotive shown in Figures 21 and 22 has the 
air pump and Economy Car Heating Apparatus on the 



82 



RULES FOR MOVEMENT OF TRAINS 




TO 

S 

< 

en 

<s 

o 
o 

o 
o 



o 

TO 






HEATING AND LIGHTING CARS 



83 




84 RULES FOR MOVEMENT OF TRAINS 

left hand side. The three-way cock is located near the 
reservoir directly under the cab. The outlet of the "E. C. 
H." Relief Valve is piped to discharge the surplus steam 
through the roof of the cab. The locomotive shown 
in Figure 23 has air pump and Economy Car Heating 
Apparatus on the left hand side, with the three-way cock 
forward of and close to the air pump, and the exhaust 
pipe leading to the reservoir fitted with asbestos covering. 

When the Economy Car Heating System was first in- 
troduced, an ordinary open pop valve located outside, 
on top of the locomotive cab, was used as a relief valve 
to vent the surplus pressure from the train heating sys- 
tem. Experience demonstrated that an adjustable relief 
valve, conveniently located for operation by the engineer 
inside the cab, was both desirable and necessary to en- 
able him to vary the steam pressure to suit trains of 
different lengths. A steam pressure of 20 pounds would 
be ample to heat a train of twa or three cars, but a steam 
pressure of 40 pounds or more might be necessary to in- 
sure a circulation of steam at the rear end of very long 
and heavy trains, especially in extremely cold weather. 

The "E. C. H/' Relief Valve, illustrated Figure 24, is 
an improved form of valve with duplex spring, especial- 
ly adapted for the Economy Car Heating System, for 
which United States Letters Patent have been applied. 

The "E. C. H." Relief Valve is located inside the cab, 
with its pipe connections so arranged that the surplus 
steam from the train heating system will be discharged 
either through the roof of the cab or into the saddle or 
front end of the locomotive, if it is desired to avoid the 
noise and annoyance of the escaping steam. 

Its peculiar merits over all single spring relief valves 
are the increased range of steam pressures at which it will 



HEATING AND LIGHTING CARS 



85 




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86 



RULES FOR MOVEMENT OF TRAINS 



work satisfactorily without change of spring and the ease 
with which it can be adjusted for any desired change of 
working steam pressure. 




FIG. '24. "E. C. H. 



RELIEF VALVE. 



It will give an automatic and full relief at any steam 
pressure between 15 and 60 pounds per square inch. This 
is accomplished by the duplex spring, the outer spring be- 
ing under tension at all pressures, while the inner spring 



HEATING AND LIGHTING CARS 87 

(of smaller diameter) is under tension only at the higher 
pressures. 

The springs are adjusted for the valve to relieve at the 
desired pressure, by means of a 'hand wheel on the top, 
outside of the valve body. To obtain a higher working 
pressure, slacken the Cross Bar Check Nut and turn the 
hand wheel from left to right ; for a lower working pres- 
sure turn the hand wheel from right to left and tighten the 
Cross Bar Check Nut. 

Another important feature of the "E. C. H." Relief 
Valve is that it can be taken apart and cleaned if necessary 
without disconnecting the pipe connections at either the 
inlet or outlet. 

The "E. C. H." Relief Valve is made entirely of high 
grade composition metal with springs of Jessop's steel. 

gold's steam heating apparatus. 

As in other systems of heating the cars with steam 
from the locomotive, the equipment on the engine and 
tender is not complicated, but is, on the contrary, quite 
simple. All pipes should pitch to avoid water pockets 
and any exposed pipes should be covered well. Fig. 25 
shows the method of taking steam at the fountain, by 
means of a locomotive starting valve, with a Tobin 
bronze spindle. This valve also has a hard metal seat 
and a malleable iron handle. The inlet is screwed into a 
2-inch port in the fountain, and from this inlet runs a 
1 y 2 -inch extra heavy pipe to the inlet of the regulator. 
The pressure regulator is provided with brass unions at 
both sides, the inlet being \]/ 2 inches and the outlet 2 
inches. A 2-inch nipple runs from the pressure regulator 
outlet to a tee which is tapped for ^-inch pipe connection 



88 



RULES FOR MOVEMENT OF TRAINS 





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HEATING AND LIGHTING CARS 



89 





FIG. 26. IMPROVED TEMPERATURE REGULATOR. 



90 RULES FOR MOVEMENT OF TRAINS 

to the steam gauge which indicates the steam pressure 
delivered to the train. The 2-inch line runs down to a 
suitable place at the side of the boiler and thence goes 
horizontally to a point where the 2-inch by 1 3/2-inch 
sixty-five degree ell is situated. To this elbow a steam 
hose coupler is attached, and the nearby coupler is at- 
tached to the pipe under the tender by means of a similar 
ell. A 2-inch line runs to the back of the tender with a 
pitch to the rear and then a 2-inch by 1 ^2-inch sixty-five 
degree ell is fitted and the steam coupler connected. 

An improved temperature regulator and stop valve 
shown in Figures 26 and 27 reduces the steam pressure 
to that needed for heating and maintains whatever pres- 
sure is desired in the train-pipe regardless of varying 
conditions on each side of the valve. . 

Figure 27 shows a sectional view of the temperature 
regulator. 

Steam from the train line enters at "R." 

As the wheel "G" is turned from left to right, *he 
spring "C" compresses, and its force,' acting through the 
diaphragm, opens valve "L" and "M." Steam then 
passes to the radiator. 

After the required pressure has been delivered, any 
increase will overcome the tension of spring "C" and 
as valves "L" and "M" are perfectly balanced, the lower 
spring "N" will immediately lift them to their seats, 
thus stopping the admission of steam. 

As the pressure decreases in the regulator it also relaxes 
under the diaphragm, and the tension on the spring "C" 
again forces the valves "L" and "M" downward and 
holds them open until enough steam is admitted to com- 
pensate for the amount lost by radiation. When the 
required pressure is again delivered, the valves close 
automatically as before. 



HEATING AND LIGHTING CARS 



91 




PIG. 27. SECTIONAL VIEW IMPROVED TEMPERATURE REGU- 
LATOR. 



Parts of Gold's Improved 
A — Body of Regulator. 
B — Dome of Regulator. 
C — Top Spring. 
D — Adjusting Screw. 
E— Top Nut. 
G — Wheel. 

H — Indicator Spring. 
I — Washer. 
J — Top Flange. 
K — Bottom .Flange. 



Temperature Regulator. 

L — Auxiliary Valve Spindle. 

M — Main Valve Spin/die. 

N — Bottom Spring. 

P — Bottom Plug. 

R — 1-Inch Inlet. 

S — 1-Inch Outlet. 

T — Spanner Nut. 

U — Diaphragm). 

V — Strainer. 



92 



RULES FOR MOVEMENT OF TRAINS 



If additional heat is needed, the pressure must be 
increased. To do this, wheel "G" should be turned 
further to the right. If a lower temperature be desired, 
the wheel should be moved in the reverse direction. 



212 




272 



FIG. 28. PRESSURE RADIATOR DIAL. 



The figures on the dial indicate pressure in radiator 
(see Figure 28). A number of grooves are provided in 
which the spring "H" may rest. These provide a fric- 
tion lock. They are so arranged that the regulator will 
deliver 5 — 10 — 20 — 35 or 50 pounds. When wheel "G" 



GOLD'S IMPROVED TEMPERATURE REGULATOR 4 STOP VALVE. 





L-LJj 7/ 


l*\l' ELL. 

li" R.6U. COUPLING. 




S'xi' T£E 4'TOPOUTLE 




60" STEAM GAUGE 




STRAINER CROSS CA 


p. 


TEMPERATURE RECU 


LATOR 


STRAINER NIPPLE. 




e"*Z'>lfn£" CROSS WITH 


Bottom outlet 




I" STRAINER STOP V 


<vlve 


SHOWS VALVE HAr> 


IDLE 


FACING DOOR. 




SHOWS VALVE HA 


XDL.E 


FACING AISLE. 




TFI^OOR 






HEATING AND LIGHTING CARS 93 

is turned clear back to the stop, the valve will then supply 
only 2 pounds pressure. 

Steam condenses in chamber "O" and this forms a 
water seal which prevents chattering. 

The smaller valve "L" is the medium which affords a 
proper balance. When both valves are seated the spindle 
of "L" extends one thirty-second of an inch beyond 
that of "M." As the plate "K" travels downward, the 
valve "L" is opened first and passes steam to the low 
pressure side through the slotted openings in the spindle 
of valve "M." 

This auxiliary valve is the medium which admits of a 
supply of a very limited quantity of steam when occa- 
sion demands. 

Plate I shows the way the piping is laid out and also 
the regulator connections. It is explained as follows : 



EXPLANATION OF PLATE V. 

No. 752 is the cross fitting in the train-pipe, from 
either side of which branches lead into the cars. 

The strainer nipple (750), is screwed into the cross, 
fitting in such a manner that it extends a short distance 
into the main line. The object is to so locate the end 
of this strainer that steam in passing back and forth will 
keep it perfectly clean. 

The right and left coupling (550) is attached and a 
1 34 -inch pipe runs to the ell (542). From the upper 
side of this ell i-inch pipe leads to the lock shield stop 
valve (753), which is connected to the temperature reg- 
ulator by a close shoulder nipple. 

The lock shield stop valve (753), which is provided 
with a strainer, is operated by a key (753a) and is to be 



M 



RULES FOR MOVEMENT OF TRAINS 





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HEATING AND LIGHTING CARS 



95 







closed only when it is desired to 
shut all steam from the radiating 
pipes. 

Gold's Direct Steam System — 
(Improved) : A two-inch train line 
is located under the car, at the mid- 
dle of it a cross (558) Figure 29, 
is placed, from which fitting 
branches lead to either side. There 
should be a pitch from the cross to 
the valves at either end. Each side 
of the car is controlled by a separ- 
ate admission valve and tempera- 
ture regulator. By referring to the 
illustration it will be seen that the 
heating surface consists of two 
courses of two-inch pipe along the 
truss-planks, expansion loops being 
provided as shown. The two-inch 
return bends (559) used for these 
loops are tapped to spread. The 
upper line has to be in line with 
the top of the truss-plank, so only 
the lower pipe pitches downward 
because of the special tapping. The 
lower radiator pipes run to loops 
which end in the special bends 
(560), and from the side of these 
bends a one and a half drip pipe is 
carried down through the floor to 
the automatic tee traps. All the 
pipes which lead to traps have to pitch downward so 
water of condensation may always readily pass to 





the 
the 



96 RULES FOR MOVEMENT OF TRAINS 

outlet; and particular care ought always to be taken to 
avoid water pockets. 

Gold's Improved Storage System for Heating Com- 
partment Cars : This is a system which, it is claimed, 
combines rapid and effective heating with great econo- 
my; the construction of the heater being based upon 
scientific principles and in accordance with the well- 
known laws of natural philosophy. The storage is pro- 
vided for by Terra Cotta Sections, as shown in Figure 30 
where they appear like bricks in a cylinder. The latter 
is usually a five-inch boiler tube and the bricks which 
fit snugly inside are twelve inches long, as many bricks 
being put inside the tube as are needed to fill the heater 
which is to be used. When steam is -let in to the heater 
it passes through the corrugations of the bricks and cir- 
culates around them, thus the cylinder is immediately 
heated while the bricks absorb very readily the hot con- 
densed steam. Thus the car is rapidly warmed and the 
heat is stored in the cylinder at the same time. The 
surplus condensation passes out at the opposite end of 
the heater, down through a drip pipe, and is discharged 
at a trap. The train pipe is under the car and has a 
gravity pitch to either end of it. Steam is taken from 
this train line and after it has passed through a strainer 
nipple, goes through a one-inch pipe to an angle valve, 
then through a strainer tee, and directly to the tempera- 
ture regulator; this latter admits whatever quantity of 
steam is needed to the separate supply pipe, and from 
this pipe branches are run directly to the several heaters 
in the car. The storage heaters rest on stands and are 
slightly pitched from the inlet toward the outlet side, 
the object being to allow the surplus condensation to 
pass readily to the traps. The separate supply pipe 






HEATING AND LIGHTING CARS 



97 



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98 RULES FOR MOVEMENT OF TRAINS 

should pitch downward from the regulator to the trap, 
and the main condensation pipe should also pitch down- 
ward to the trap. The heaters are located under the 
seats, and owing to the large surface of radiation the 
temperature in the car can be very rapidly raised. The 
storage capacity of the terra cotta sections is so great 
that the heat is retained by them and is radiated from the 
cylinder for several hours after the steam has been shut 
off from the car. One heater is placed in each compart- 
ment, so the space is warmed very quickly indeed (see 
Figure 31). The amount of heat may be regulated 
according to the weather, the temperature regulator mak- 
ing it possible to have any desired pressure of steam 
and accordingly whatever amount of heat is desired. 

Gold's Improved System of Hot Water Circulation: 
Two duplex coils are placed in a Baker or similar heater 
as shown in Figure 32a. The outer and inner pipes end 
in fittings specially designed for the purpose. As shown 
in Figure 32b the smaller pipe passes through the entire 
length of the larger pipe and extends a short distance 
beyond it. When the circulating pipes are filled, water 
occupies the space between the outside of the smaller pipe 
and the inside of the larger pipe. If fire is used the water 
is heated by direct contact of the outer pipe, but when 
steam is used it is heated by the inner pipe. Steam can 
be used independently of the fire or both may be used 
at the same time. The convenience of this arrangement 
is not only its adaptability, but likewise the ease with 
which cars may be piped for this system. 

At the top of each of the coils are special fittings from 
which quarter inch pipes connect to the inlet of the sealed 
jet. (See Figure 33.) From the top of the jet to the 
expansion drum a short and heavy brass nipple is run. 



HEATING AND LIGHTING CARS 99 

From the bottom outflow, pipes run around the car and 
return to the coil as shown. Figure 33 shows how one 
port of this bend is carried through and inside the other 
and is slightly tapered at the end. The heated w T ater 
goes up through the riser and enters the inlet of this 




FIG 32 A. DUPLEX COILS. 

sealed jet. It then moves around the bend, and owing to 
the taper of the nozzle and the energy behind, is forced 
downward into the outflow pipes with much velocity. 
Any air which is mingled with the water separates at 
the jet and passes up to the drum. The small hole near 



100 



RULES FOR MOVEMENT OF TRAINS 



the top of the directing bend is there to release any air 
that might otherwise accumulate at that point when the 
pipes are being filled with water. 

Steam is taken from the train-pipe through an inch and 
a quarter pipe to the inside of the car. From that point 
an inch pipe goes to the top of the heater where it is 
connected by two separate valves to the one inch coils. 




FIG. 32B. SECTIONAL VIEW DUPLEX COILS. 

Through these inner coils the steam passes out at 
the bottom to drip pipes which run directly to the traps. 
Thus the two sides of the car are separate and may be 
controlled independently of each other. The temperature 
regulator is placed at a convenient point near the heater. 
A system of hot water circulation with vertical traps 
is shown in Figure 34. It will be noticed that the plan 
of piping is the same as that shown in Figure 33 with 
the exceptions as follows : The vertical style is shown 
in place of the automatic tee trap-, and instead of the end 
train pipe valve step attachment a platform operating 
mechanism is substituted. 



HEATING AND LIGHTING CARS 



101 



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RULES FOR MOVEMENT OF TRAINS 




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HEATING AND LIGHTING CARS 103 



combination automatic lock and hose support 
(gold's). 

This device is designed to accomplish two purposes — 
the automatic locking of steam hose couplers and the 
proper support of the hose and coupler. 

The advent of larger hose and heavier couplers neces- 
sary to heat the long passenger trains now in common 
use made the problem of tight joints and hose protection 
one of greater importance than ever before, and, taken 
in connection with the higher steam pressures carried 
in the train line to satisfactorily effect the heating of 
these long trains, the jarring on fast runs causes con- 
siderable leakage of steam, especially in passing around 
curves. In the new arrangement the hose is relieved 
of the weight of the couplers both when coupled and 
when separated, the couplers being supported by means 
of a chain attached to the platform and sill, and a con- 
nection between the chain and coupler is made by means 
of a lever or lock hinged onto the coupler attached to 
the same car and bearing on the mating coupler of the 
adjacent car in such a manner as to force the gaskets 
into close contact. This removes all the weight from the 
hose, and presses the gaskets together with a force much 
greater than that due to their weight and the action of 
the cam and wedge, which are still retained as integral 
parts of the coupler. 

Figure 35 shows the device and Figure 36 shows it 
attached to a car. 



104 



RULES FOR MOVEMENT OF TRAINS 




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HEATING AND LIGHTING CARS 



105 




FIG. 36. COMBINATION AUTOMATIC LOCK AND HOSE SUPPORT 
ATTACHED TO A CAR. 



VAPOR SYSTEM OF CAR HEATING. 

This is a system of car heating which is manufactured 
by the Chicago Car Heating Co. It is an exceedingly 
simple apparatus, and the principle upon which the sys- 
tem operates is equally simple. 



106 RULES FOR MOVEMENT OF TRAINS 

The temperature of the escaping condensation from the 
heating pipes is used to operate and control in an auto- 
matic manner the inflow of the steam from the train 
pipe to the heating pipes which are inside the car, in- 
stead of its being used to control the outlet or discharge. 
Thus the entiM heating pipes are left open to the atmos- 
phere all the time and the condensation flows out by 
gravity immediately it reaches the lowest points of the 
heating pipes, and in consequence of the entire absence 
of water in the pipes through "backing up" the possi- 
bility of freezing is completely done away with. The 
pipes are automatically filled with steam at atmospheric 
pressure (which is equal to 212 degrees, or the same 
temperature as boiling water), thus a very agreeable heat 
is radiated. 

The heat of the escaping condensation has, in other 
systems, been used to automatically operate some form 
of a trap or discharge valve located in the outlet or 
the lowest part of the heating pipes<, which has resulted 
in carrying about the same pressure in the radiating 
pipes inside the cars as was carried in the train pipe 
located underneath the cars. 

In the vapor system train pipe pressure only reaches 
the inlet of the radiating system, as shown in the com- 
parison of systems in Plate VI, but in the case of the 
steam pressure system train pipe pressure goes through 
the entire radiating system to the outlet. This method 
of carrying train pipe pressure in the heating pipes in- 
side the car has frequently resulted in the cars being 
over-heated, because of the high train pipe pressure neces- 
sary. The trap or valve which has been placed at the 
outlet has, it is claimed, caused more or less backing 



HEATING AND LIGHTING CARS 



107 



• : 





.. I | g p3fi 










FIG. 37. VAPOR HEATING — SECTIONAL VIEWo 



108 



RULES FOR MOVEMENT OF TRAINS 







||1 * IWI| 

1-5 



up of water in the pipes, and this 'has 
often resulted in the apparatus being 
frozen. 

Figure 37 shows a sectional view 
of the piping arrangement. The ex- 
pansive diaphragm (see Figure 38) 
is combined with and adapted to 
other parts of the apparatus to con- 
trol the admission of steam. It is 
placed at the very outlet of the ap- 
paratus underneath the car, where 
it is subject to the combined influ- 
ence of the cold outside air and the 
hot condensation pressing over and 
around it before it reaches the at- 
mosphere. 

The steam entering the pipes 
passes through the hand operated 
admission valves in the usual way 
and into the Vapor Regulator, where 
it passes up through the automatic 
valve and out of the regulator again, 
then through the feed pipe to the 
radiating pipes along the truss plank, 
finally reaching the bottom of the 
regulator and passing down through 
the discharge pipe and around the 
expansive diaphragm and out to the 
atmosphere. Instantly the hot con- 
fl densation and steam reach the dia- 

•j: phragm at the very bottom of the 

$ apparatus, it expands it about a quar- 

ter of an inch, causing it to push up 
the operating rod and close down the automatic valve, thus 



'iiu 



m 

Pill,,'" 




HEATING AND LIGHTING CARS 109 

closing the supply of steam to the radiating pipes at the 
inlet of the Vapor Regulator. The instant the supply 
of steam to the radiating pipes is thus shut off, the dia- 
phragm in the outlet of the apparatus starts to cool, and 
contracts just enough to permit sufficient steam to pass 
the automatic inlet valve to make up for whatever is 
lost in condensation in the radiating pipes and still main- 
tain a temperature of 200 degrees at the outlet point un- 
derneath the car at which the diaphragm is located. 
Less than 200 degrees temperature around the diaphragm 
at the bottom causes it to contract and open the admis- 
sion valve until sufficient steam is passing into the ap- 
paratus to give 200 degrees at the very outlet. A tem- 
perature of much over 200 degrees" at the outlet expands 
the diaphragm and cuts down the admission of steam 
until the temperature at the outlet reaches 200 degrees. 
Therefore the temperature of the outlet of the apparatus 
(which contains the diaphragm, Figure 38) is automati- 
cally maintained at a temperature of about 200 degrees, 
and necessarily all the pipes between this outlet and the 
inlet are maintained at a temperature of between 200 
degrees at the outlet point, and about 212 degrees at the 
inlet point. 

DETAILS OF OPERATION. 

The Vapor Regulator is divided by partitions into 
three parts (see Figure 39), a high pressure chamber di- 
rectly under the automatic valve "A," a low pressure 
or supply chamber directly above the automatic valve, 
and an outlet chamber where the return or drain pipe 
from the heating pipes inside of the car is connected 
to the regulator. 



110 



RULES FOR MOVEMENT OF TRAINS 



Throttle Admiv 
sion Valve Com- 
plete 

A — Valve with 
Disc 

B— Disc 

C— Disc Nut 

JJ> — Bonnet 

E— Stuffing Box 

F— Valve Stero 

O— Wheel 

H-Body 




W£— Automatic Vapor Supply 

Regulator Complete 
402-A— Regulating Valve 
402- B— Cast iron Regulator 

Body 
402-C— Top Cover 
402-D— Operating Rod 
402-E— Expansive Diaphra 
402-F-Set Scr 
402-G-Bear.ng for Lever 
402-H-Cam Lock 
402-1— Ventilating Wings 
402-J— Lower cast iron Casting 
402-K-Hinged Cover with 

Set Screw and Cam Lock 
402-L— Hooks to Prevent Dia- 

phram from Shifting 



M— Plates to hold Dia- 
phram in Horizontal 
Position 
-N— Tube Cut to Template 
-O— Regulating Valve 

Lever 
-P— Operating Rod Lever 
-Q— Stuffing Box 
R— Guides for Operating 

Rod 
S— Bolts for top Plate 
T— Brass Valve Seat 
■U-Lock Nut for Set 

Screw 
V— Top Guide for Auto- 
matic Valve 
W— Gasket for Top Cover 



FIG. 39. DETAILS OF VAPOR REGULATOR. 



HEATING AND LIGHTING CARS 



111 



Steam leaves the train pipe at the strainer cross (No. 
in), and passes through the admission valve into the 
high pressure chamber. After passing through the auto- 
matically operated valve "A" into the low pressure cham- 
ber it passes out of the Vapor Regulator again, and 
through the feed pipes into the radiating pipes at the 




FIG. 39A. 



side of the truss pipe where it branches and flows to 
each end of the car, returning again to the center where 
it joins again in one pipe and flows through this pipe 
into the outlet chamber of the vapor regulator and down 
through the tube and around the expansive diaphragm 
and out to the atmosphere. 



112 RULES FOR MOVEMENT OF TRAINS 

As already explained, the heating of the diaphragm 
to about 200 degrees at the outlet causes the closing of 
the automatic valve "A" sufficiently to pass just enough 
steam into the radiating pipes to circulate entirely 
through them and maintain a temperature of 200 degrees 
at the outlet point, and it should be remembered that if 
the temperature around this outlet drops below 200 de- 
grees the diaphragm will contract instantly just enough 
to. open the automatic valve "A" to permit sufficient 
steam to pass into the apparatus to raise the temperature 
at the outlet to 200 degrees. * 

Until the steam passes the automatic valve "A" it is, 
of course, under train pipe pressure, but after it passes 
the valve "A" it is under atmospheric pressure, and in 
just sufficient quantity to pass entirely through the pipes 
and give the required 200 degrees at the outlet. 

It is found that this automatically maintained tempera- 
ture of 200 degrees at the outlet point underneath the 
car gives an actual temperature of about 208 degrees in 
the bottom or coolest pipes inside the car and 212 de- 
grees in the top of the pipes where the steam first 
enters, and a temperature of 213 degrees immediately 
after the steam leaves the automatic valve, and these tem- 
peratures are found to remain the same regardless of 
what pressure or temperature the steam may be when it 
enters the Vapor Regulator from the train pipe. 

This condition of affairs continues indefinitely as long 
as steam is on the apparatus. 

As the radiating pipes are open to the atmosphere 
it will be readily understood that their temperature can 
never exceed 212 degrees at the hottest point. 

Inasmuch as at no time is there any pressure backed 
up in the radiating pipes, and as the outlet point is auto- 



HEATING AND LIGHTING CARS 113 

matically maintained at a normal temperature of 200 
degrees, necessarily the discharge at the outlet must be 
nothing but actual condensation which will do no injury 
to varnish or sheathing. This overcomes a serious de- 
fect in steam traps which always discharge condensation 
under a pressure — resulting in scorching the side of car. 

The passage for the discharge of condensation from 
the pipes to the atmosphere contains no trap valve or 
stoppage of any kind, and condensation is free to escape 
by gravity from the pipes to the atmosphere, as will be 
seen from the cut. 

Motion from the diaphragm at the outlet, to the auto- 
matic valve "A" at the inlet, is transmitted through the 
dividing partition by means of the lever "jP> passing 
through the stuffing box "Q." 

As the pressure is inappreciable on either side of this 
stuffing box, and as the motion of the axis of the operating 
lever amounts to almost nothing, it will be evident that 
the wear of this packing is practically nothing and need 
not be considered as a feature needing attention after 
the device is in service. When valve 4 is a quarter of 
an inch, the weight of the rod D will keep the valve A 
open when the diaphragm is cold. To remove the auto- 
matic valve unscrew the brass guide cap V, open the 
hinge cover K at the bottom, allowing the rod D to drop 
down, then the automatic valve A can be easily lifted 
out. To get at the entire inside of the top part of vapor 
regulator, remove the brass stud bolts S, allowing the 
top plate to be removed. 

The Expansive Diaphragm. — Figure 38, already re- 
ferred to, is round, being about four inches in diameter 
and three-quarters of an inch thick, is made of phosphor 
bronze, and is filled about half full of a mixture of 



114 RULES FOR MOVEMENT OF TRAINS 

which alcohol forms the greater part, and it is hermeti- 
cally scaled. 

This mixture boils at a temperature of about 180 de- 
grees, and when confined in the diaphragm and sub- 
jected to a surrounding temperature of between 200 and 
212 degrees, a sufficient internal pressure is created to 
cause the diaphragm to expand about three-eighths of an 
inch and when the diaphragm is placed in the device 
and adjusted with the set screw so that the maximum 
movement cannot exceed a quarter of an inch, it will 
exert sufficient force to close a three-quarter inch valve 
seat against a pressure of as high as a hundred and 
twenty pounds to the square inch. 

As the temperature surrounding the diaphragm falls, 
it begins to contract until at 180 degrees it is again at 
its original or normal thickness of three-fourths of an 
inch. 

Plate VII shows the Vapor System applied to a stand- 
ard passenger coach. The details of the Vapor Regu- 
lator are shown in the sectional view, Figure 39. 



HEATING CARS WITH ELECTRICITY. 

FIRST PRINCIPLES. 

The conversion of electrical energy to heat takes place 
in accordance with well known laws, and in known pro- 
portions. One British Thermal Unit of heat is equiva- 
lent to 1047.3 watts, and cannot be produced without the 
expenditure of that amount of energy. A resistance coil 
which will pass a certain amount of current may be 
made of a short length of wire of high resistance, or of 
a long wire of low resistance. If the resistances of the 
coils are equal, the same amount of current will flow 
through each, and each coil will give off the same amount 
of heat. Consequently a short coil of high-resistance 
v/ire having a small surface must necessarily operate at 
an excessively high temperature, in order to dissipate 
the same amount of heat as the longer coil of low-re- 
sistance wire having a much larger surface. In this prin- 
ciple lies the success of the Consolidated Electric Heaters, 
which have a large heating surface and operate at a 
moderate temperature. 

It is claimed by the manufacturers that experience 
has demonstrated that galvanized iron wire, which has 
been specially galvanized for the purpose, makes the 
best resistance coils, and that by reason of the large 
radiating surface made possible by the McElroy spiral 
coil construction, the wire is heated only to a moderate 
degree, thus the excessive temperature to which a high 
resistance wire is necessarily subjected, usually resulting 

115 



116 



RULES FOR MOVEMENT OF TRAINS 







in crystallization of the 
wire if accompanied by vi- 
bration, is overcome. 

In each heater there are 
two resistance coils placed, 
one above the other. The 
upper coil is of greater re- 
sistance and consumes less 
current than the lower. 
The coverings of lead wires 
to the two coils are different 
colors, and thus may be 
easily distinguished. The 
top coils of all the heaters 
in the car are in series, and 
the bottom coils of all the 
heaters are in series. Thus, 
wherever current is used, 
kjg heat is given out the full 
^ length of the casing of 
go every heater in the car. At 
#g the same time this- method 
fep of wiring is said to be the 
simplest and most econom- 
ical in time of equipping 
and material used. All this 
type of heaters are said to 
secure convenience, sim- 
plicity and durability. 

A coil for heater, show- 
ing resistance coil, porcelain 
bushings, end plates and 
lead fires is shown in Figure 40. 



Wh3 



HEATING AND LIGHTING CARS 



117 





FIG. 41A. ELECTRIC HEATER IN POSITION. 



iiriHiirnriiiii' iiiiiiiiiiiiiiiiiiiihiiiiiiiiiil; huh minimum 



$\'j-K SfcTIM'3 CO 




FIG. 41B. HEATER ENCLOSED IN INSULATED IRON CASING; 
WIRING SHOWN IN MOULDING. 

A heater for a cross-seat car or parlor car is shown 
in Figure 41. It is designed to attach to the truss plank, 
and is designed to occupy about the same space as the 
steam pipes do when the steam heating system is em- 
ployed. The coils are, it will be noticed, covered by an 
iron case of attractive design, which is insulated. 



118 



RULES FOR MOVEMENT OF TRAINS 



The arrangement for wiring when electricity is em- 
ployed for heating cars is shown by the diagrams in 
Figure 42. 

The coupler shown in Figure 43 is used for the pur- 
pose of connecting the heat and light circuits in trains. 



ruse 

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lft-Heater Equipment 

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FIG. 42. DIAGRAMS OF WIRING ELECTRIC HEATING SYSTEM. 



With this coupler there are no exposed contacts. The 
contact finger is mounted on the inside of a protecting 
casing which is attached at the end of the car, either 



HEATING AND LIGHTING CARS 



119 




120 RULES FOR MOVEMENT OF TRAINS 

under the platform sill or under the hood, and the open- 
ing to this casing is covered with a spring door 

On the end of the flexible cable is securely attached a 
hollow cylindrical contact piece which slides over the 
contact linger mounted in the protecting casing on the 
opposite car. This cylindrical contact piece is mounted 
securely in an insulating handle which covers it not only 
on the sides, but projects beyond the end of the contact 
piece leaving no portion of the contact piece unprotected. 
No danger of short circuit occurs either in handling it or 
in allowing the connector to drop to the rail, since the 




FIG. 44. A QUICK-BREAK KNIFE SWITCH. 

cylindrical contactor is not exposed at the ends. When 
the contacts are once made the action of the door is to 
hold the contactor securely in place. In case the cars 
should pull apart the connector pulls out of the socket 
automatically. 

A quick-break knife switch is illustrated in Figure 
44. It has double contacts, and is intended for service 
on 600-volt circuits. Slate bases free from metallic 
veins are used to mount the switches upon, and as the 



HEATING AND LIGHTING CARS 121 

slates are drilled to a templet and counter-sunk all cur- 
rent carrying parts are brought below the surface on 
the back of the slate. It is considered by the manufac- 
turers advisable that all switches used for heating or 
lighting purposes should be placed on the bulkhead above 
the windows, either in the vestibule or the car body. 



CATECHISM OF STEAM HEATING. 

ON TRAINS EQUIPPED WITH THE STEAM HEATING SYSTEM 

OF THE SAFETY CAR HEATING AND LIGHTING 

COMPANY. 



DIRECTIONS FOR THE MANAGEMENT OF 
'STEAM HEATING ON TRAINS. 



MAKING UP TRAINS. 

When a train is made up all steam hose should be 
coupled and all cocks or valves in the steam train pipe, 
the whole length of the train, should be opened. 

When signal is given steam should be turned on at 
the cab and allowed to blow through the entire length 
of the steam train pipe. 

After steam issues from the rear end of the train pipe, 
the rear train pipe valve of the last car should be closed. ' 
This valve is slotted and will allow a little steam to 
escape through the rear coupling. 



REGULATION OF TEMPERATURE. 

To heat cars, open steam inlet valve in each car and 
regulate the temperature with this valve. Do not ask 
the engineer to vary the steam pressure for the purpose 
of regulating the temperature of cars. 

Steam inlet valves must not be shut tight in freezing 
weather. 

122 



HEATING AND LIGHTING CARS 123 

Traps should be set at terminal points so that a little 
steam will escape with the water. Readjustment is sel- 
dom necessary. 

CHANGING ENGINES. 

Five minutes before arriving at terminals or stations 
w T here engines are to be changed, the rear train pipe 
valve must be opened wide, and just before coming to a 
stop at such stations the engineer should shut off steam 
at locomotive valve. Do not use reducing valve for this 
purpose. This valve is to be set at 40 pounds when 
the engine is placed in service and not changed there- 
after, except in zero weather, when 5 pounds should be 
added for each additional car over eight. 

Trainmen should see that steam is shut off at engine 
before uncoupling hose. 

When cars are to be laid up all valves must be left 
open. 



CATECHISM OF STEAM HEATING APPARATUS 
ON TRAINS. 

I. DESCRIPTION OF THE APPARATUS. 

Question. What is the advantage of using steam heat 
on trains? 

i. Answer. Safety to trains as well as passengers 
by replacing the heat of the fire with the heat of steam, 
and for economy of operation. 

Ques. How are cars heated by steam? 

2. Ans. Either by direct steam, that is the admission 
of steam to radiating pipes in car, or on cars with 
Baker heaters, by means of steam jackets applied to the 
water circulation pipes. 

Ques. How should the jackets be applied? 

3. Ans. They should be located at nearly equal dis- 
tances apart in the water circulating pipes, and to secure 
rapidity of circulation should have an upward slant of 
two or more inches in the direction the water flows. 

Ques. How do the jackets operate? 

4. Ans. As the circulating water passes through the 
jackets, it is heated by the steam. The water does not 
come in direct contact with the steam. 

Ques. How is steam conducted to the jackets? 

5. Ans. By a branch pipe from train pipe, leading 
through inlet valve to ends of jackets in series. 

Ques. How many heating jackets are used on a car? 

6. Ans. Ordinarily two or three with single coil 
heaters and twice the number with double coil heaters. 

124 



HEATING AND LIGHTING CARS 125 

Ques. In what direction does the water flow when 
using steam? 

7. Ans. In the same direction as when using a fire 
in the heater. 

Where are the following parts located (a), and what 
are their functions (b) ? 
Ques. Locomotive valve? 

8. Ans. (a) At the steam box in cab or other source 
of dry steam supply. 

9. Ans. (b) To control the supply of steam to train 
pipe. 

Ques. Reducing Valve? 

10. Ans. (a) In cab. 

11. Ans. (b) To control the pressure of steam in 
the train pipe. 

Ques. Train pipe? 

12. Ans. (a) Underneath tender and cars. 

13. Ans. (b) To conduct steam to the cars. 
Ques. How should the train pipe be applied? 

14. Ans. So as to drain to each end of car, thereby 
avoiding pockets for the collection of condensation water, 
the prescribed measurements being closely followed in 
locating the ends of train pipes, in order to prevent the 
couplers from opening on curves. 

Ques. Steam couplers? 

15. Ans. (a) At ends of train pipe. 

16. Ans. (b) To connect train pipes between cars. 
Ques. Steam coupler safety chain? 

17. Ans. (a) Under platform buffer timber; in ac- 
cordance with standard measurements. 

18. Ans. (b) To prevent the steam coupler from 
being injured. 



126 RULES FOR MOVEMENT OF TRAINS 

Ques. Train pipe valve? 

19. Ans. (a) At ends of train pipes, in accordance 
with standard measurements. 

20. Ans. (b) To close rear end of train pipe, and 
to control same without disturbing passengers, also for 
protection in handling steam couplers. 

Ques. Inlet regulating valve? 

21. Ans. (a) Inside of cars — usually at heater room 
with cars having a Baker heater, and at inlet of radi- 
ators of cars having direct steam. 

22. Ans. (b) To supply steam to heating jackets 
or direct steam pipes and to regulate the temperature 
in car. 

Ques. Steam traps? 

23. Ans. (a) Horizontal Trap No. 833 is under- 
neath car at the lowest point in the steam transfer pipe, 
and should have a drain of two inches. 

24. Ans. (ai) Vertical Trap No. 933 (used with 
direct steam only), at the lowest point in the steam 
radiators, extending through the car flooring. 

25. Ans. (b) To automatically discharge the con- 
densation water from the heating jackets or direct steam 
heating pipes. 

Ques. Trap blow-off valve? 

26. Ans. (a) At the inlet end of trap. 

2J. Ans. (b) To discharge the accumulation of dirt 
and scale from the trap. 
Ques. Trap adjustment? 

28. Ans. (a) At the low end of trap. 

29. Ans. (b) For setting so as to allow a little 
steam or vapor to escape with the condensation water. 

Ques. When should the trap be set? 



HEATING AND LIGHTING CARS 127 

30. Ans. When cars are tested with steam previous 
to being placed in service. 

Ques. Why? 

31. Ans. So that it will not be necessary to adjust 
the trap on the road. 

Ques. How should the trap be set? 

32. Ans. First open the adjustment wide; then after 
all pipes have become hot close it down until a little 
vapor escapes with the water of condensation. 

Ques. What causes the trap to operate automatically? 

33. Ans. The difference in expansion between the 
brass tube and the iron shell enclosing it. 



II. OPERATION OF THE APPARATUS. 

Ques. When should the reducing valve in cab be set? 

34. Ans. When the engine is placed in service. 
Ques. At what pressure should the reducing valve 

be set? 

35. Ans. Forty pounds. 

Ques. Under what conditions should the pressure on 
reducing valve be increased? 

36. Ans. When there are more than eight cars, add- 
ing 5 pounds for each additional car in zero weather. 

Ques. Should the reducing valve on engine be closed ? 
I 37. Ans. It should never be used as a shut-off valve. 
Ques. What valve should control the supply of steam 
to train pipe? 

38. Ans. The locomotive valve. 

Ques. When should the locomotive valve be closed? 

39. Ans. Five minutes before arriving at points 
■ where engines are to be changed, or terminals where 



128 RULES FOR MOVEMENT OF TRAINS 

train is to lay up and always before hose are uncoupled. 
Ques. Should the locomotive valve be closed under 
any other condition? 

40. Ans. Never while heat is required in the cars, 
except in cases of emergency. 

Ques. Why? 

41. Ans. To prevent condensation water in train 
pipe from freezing. 

Ques. When should steam be admitted to train pipe? 

42. Ans. After all steam hose are coupled and all 
inlet and train pipe valves are open, signal the engineer 
to open locomotive valve. 

Ques. What is the next move? 

43. Ans. Close end train pipe valve on rear car after 
train pipe is thoroughly blown out. 

Ques. How is the end train valve operated? 

44. Ans. By the extension handle operated at step 
side, or through an opening in step riser, thereby pre- 
venting the passengers from tampering with same from 
inside of vestibule. 

Ques. When should the condensation water be blown 
out of the train pipe? 

45. Ans. When the train is made up, also on ap- 
proaching and before leaving points where engines are 
changed or the train laid up, and occasionally on the 
road, the rear valve only being used for this purpose. 

Ques. When should traps be adjusted? 

46. Ans. Traps should be inspected often to see if 
a little steam or vapor is being discharged with the 
water of condensation and reported at terminals if not 
working properly. Only adjust traps on the road when 
absolutely necessary. 



HEATING AND LIGHTING CARS 129 

Ques. Why should a little steam issue from the rear 
train pipe valve on the road? 

47. Ans. To prevent the accumulation of condensa- 
tion water and to have live steam throughout the entire 
length of the train pipe in order to avoid freezing. 

Ques. What temperature should be maintained in 
cars? 

48. Ans. About 70 degrees Fahrenheit, with proper 
ventilation. 

Ques. How should this temperature be regulated? 

49. Ans. By adjusting the inlet valve. 

Ques. When the steam supply is cut off from care 
having Baker heaters, what should be done? 

50. Ans. Start a fire in the heater. 



III. CARE OF THE APPARATUS. 

What test or inspection should be given the parts fol- 
lowing ? 

Ques. Reducing valve? 

51. Ans. It should be taken apart and thoroughly 
cleaned, oiled and tested before the steam heat season 
opens. 

Ques. Gauge ? 

52. Ans. Should be tested with test gauge before 
season opens and occasionally in service. 

Ques. Valves ? 

53. Ans. Before season opens, all valves and seats 
should be repaired, or renewed if necessary, and all valve 
stems repacked. 

Ques. Traps (horizontal No. 833, vertical No. 933) ? 

54. Ans. Remove adjustment from low end and 



130 RULES FOR MOVEMENT OF TRAINS 

valve from high end of trap, allowing steam to blow 
through until thoroughly cleaned, and renew Jenkins 
discs if necessary. 

Ques. Steam couplers? 

55. Ans. These should be removed from cars at 
the end of the season and stored at the shop after being 
repaired and tested and made ready for the next season. 
Cap or plug the opening in the end train pipe valve. 

Ques. What is the proper method of filling heater 
pipes with water? 

56. Ans. At the beginning of the steam heat season, 
open all draw-off cocks on water circulating pipe. After 
w r ater is drained, blow steam through water circulating 
pipes, making attachment at draw-off cocks nearest 
heater. When pipes are clean, shut off steam, close draw- 
off cocks, remove safety valve in circulating drum and 
run a half-inch pipe thence to a coil in a barrel of water. 

Then turn on steam again and boil water in barrel. 
After this, disconnect steam and close draw-off cocks 
and the water in barrel will syphon into and fill circu- 
lating pipes. After standing some time, the water, hav- 
ing cooled, will contract to some extent and a small 
amount of water may then be poured in through the 
combination cock. Then turn on steam at inlet valve 
and if water circulates quickly the pipes are properly 
filled. If water does not circulate properly, let water 
out of pipes and repeat operation. 

Ques. How often should inspections be made to ascer- 
tain that water is at the proper height in circulating 
drums ? 

57. Ans. During the heating season they should be 
examined when cars reach terminals or yards. 



HEATING AND LIGHTING CARS 



131 



Ques. Should Baker heater pipes be kept filled with 
water during summer? 

58. Ans. Yes, as they will not rust so rapidly as 
when empty. 



IV. RESPONSIBILITY OF EMPLOYES. 

What are the duties for which the following em- 
ployes are held responsible? 

Ques. The repair shop employes? 

59. Ans. For the proper application of and for the 
thorough overhauling and testing of the heating ap- 
paratus when cars are in shop. 

Ques. The engineer? 

60. Ans. For turning steam on or off at the loco- 
motive valve when the prescribed signals are given, and 
for supplying the proper amount of steam for heating 
the train. 

Ques. The conductor? 

61. Ans. For knowing the pressure of steam sup- 
plied to the train and seeing that the proper tempera- 
ture and ventilation is maintained and knowing that the 
other members of the crew are familiar with the opera- 
tion of the steam heating apparatus. 

Ques. The brakeman or flagman? 

62. Ans. For blowing the condensation water out 
of the train- pipe before arriving at terminals or stations 
where engines are to be changed, also at stations wdiere 
there are no car inspectors, and for leaving all valves 
open when cars are to be laid up. 

Ques. The round house inspector? 

63. Ans. For the condition of the steam heating 



132 RULES FOR MOVEMENT OF TRAINS 

equipment on the engine before it leaves the round house, 
and knowing that an extra steam coupler is carried. 

Ques. The car inspector? 

64. Ans. For the condition of the car heating ap- 
paratus and for blowing the condensation water out of 
train pipe before trains leave terminals and stations ; 
for knowing that an extra steam coupler is carried on 
train and for having a supply of steam couplers and 
gaskets on hand. 



■*iyW : S£' ;s -- ; :-:ir-M 



GENERAL ARRANGEMENT OF 


APPARATUS ON A CAR 




Fig. 


45. 




A — Storage Tank. 






I — Branches from Mair 


B — Filling Valve. 






K— Gas Cock. 


C— Tank Valve 






L — Lamp Burner. 


D— Extra Heavy Pipe. 






M — Vestibule Lamp. 


F— Outlet Pipe. 






— Bracket Lamp. 


G — Main Cock. 






P — Gauge. 


H— Main Pipe. 






R — Regulator. 



LIGHTING PASSENGER CARS. 

The Pint sch Gas Lighting System. The general ar- 
rangement of this system of lighting is shown in Figure 
45, which also shows the general relation of the parts. 

"A" represents the storage tank, in which a sufficient 
supply of gas is carried to maintain the lights in the 
car the desired length of time, the number and size of 
the tanks varying in proportion to the requirements of 
the service. The gas is supplied to these tanks under 
pressure at regular filling stations, a hose connection be- 
ing made between the supply pipe and the filling valve 
"B," w T hich in turn are connected with the storage tank 
by means of the extra heavy pipe "D" connecting into 
the tank valve "C." The pressure in the tank is at all 
times indicated on the gauge "P." From a branch in 
pipe "D" the gas is conducted through the reducing valve 
or regulator "R," in which the pressure is so reduced 
and governed as to maintain a constant pressure of one- 
third of an ounce on the outlet pipe "F," irrespective of 
the pressure in the tank. The regulator controls the 
gas pressure on the lamps in a perfectly uniform and 
automatic manner, whether the pressure in the tank is 
two pounds or one hundred and fifty pounds. From the 
regulator the gas passes into the car at any convenient 
point and terminates in a main pipe "H" extending along 
and on the roof of the car, from which branches "I" 
are taken off at each lamp, connection being made to one 
of the arms of the lamp, designated as the gas-way 

133 



134 RULES FOR MOVEMENT OF TRAINS 

arm, which contains a tube through which the gas passes 
down into the burner of the lamp "L." The gas is 
turned off and on by means of a gas cock "K" on the 
gas-arm of each lamp, but if desired all of the lamps 
can be regulated at once by means of the maincock "G" 
placed in the pipe "F" shown on the wall, or the gas can 
be shut off entirely at this same point. "O" represents 
a bracket lamp for use in toilet rooms and passage ways. 
"M" is a vestibule lamp used for lighting the platform 
and vestibule of a car. 

The arrangement of the gas holder (or holders), the 
regulator, piping for gas under pressure, filling valves, 
etc., is shown in Figures 46, 47, 48 and 49. The way 
the connections are made for an equipment as shown 
in Figure 45 is shown in Figures 46, 47 and 48 as indi- 
cated by the full or solid lines. The method of con- 
necting a second holder on that side of the car is like- 
wise shown as indicated by the broken lines in Figure 
46. Two holders, one on each side, are shown in Figure 
49 as indicated by the full lines, and a third holder on 
one side is shown also, as indicated by the broken lines. 

These holders are usually hung about one inch from 
the sheathing, as far as possible away from the sides 
of the car, the inlet connection end being away from 
the nearest truck, and the flat side of the angle iron 
upwards. Figures 48 and 49 show forms of the hang- 
ing irons, and another form is shown in Figure 50. 
The holder valve (53b), Figure 51, is attached to the 
holder by a flange (3) which is screwed on the holder 
inlet bushing, and a flange (3a) which is screwed on 
(53b) in a similar manner, the whole being secured 
with screws (150). The regular board is shown in 



HEATING AND LIGHTING CARS 



135 



~~.v- m* 



CENTER LINE Or CAR. 






L. 



p *js\ 



■**...i.. 



-w 



,'\~ 



4 



i, \vv 



:ji 



—-{—""' / 180 





136 



RULES FOR MOVEMENT OF TRAINS 





HEATING AND LIGHTING CARS 



137 



detail in Figure 52. The recess, in one face of this 
board, receives the upper part of the regulator cover. 
This board with the regulator attached is secured to the 
car body (see Figures 46, 48 and 49) by means of 
straps (243) and lags (180) passing through both the 
board and the straps and lags (179) passing through the 
straps only. Filling valve brackets (118a) are located 




FIG. 50. 



as desired, but they have to be far enough back to 
insure that the filling valve does not project beyond the 
edge of the car body. The brackets are usually located 
between the end of the holder and a needle beam. The 
gauge should be enclosed in a box with a glass face and 
screwed to the under side of the car as shown in 
Figure 47. 

The pipes are bent for gas under pressure, as shown 
in Figures 46, 47, 48 and 49. All pipes are usually made 
to drain to the holder fittings (53b) and the gauge pipe 
must drain to the fitting (12). The threads on the bent 
pipes are tinned, and are fitted in place after the flanges 
are screwed on. The brass flanges, etc., are thoroughly 
soldered to the pipes when all the pipes for gas under 



138 



RULES FOR MOVEMENT OF TRAINS 



pressure have been fitted. The pipe leading to No. 65 
is put through (118a) before No. 9 is soldered on. 
Filling bracket (118a) is then securely fastened to the 
car and all the pipes strapped up securely. 




OLD FORM. 




PRESENT FORM. 
FIG. 51. 



The filling valve and cover (65) (89) are attached 
by removing the cover (89) from the valve (65) and 
bolting valve to the bracket. This is done by opening 
port covers P and T, unscrewing and removing packing- 
nut R (but set screw B should not be unscrewed nor 
should valve stem nut M be loosened), screws (148) are 



HEATING AND LIGHTING CARS 



139 



taken out and No. 89 is held to the back flange of the 
No. 65 valve and the threaded end of the valve is rapped 
on a block of wood. 







The number and character of fixtures required for 
the proper equipment of any car depends upon the class 
or kind of the car, the divisions of its space (as into state- 
rooms, toilets, smoking-rooms, passageways, etc.), the 
spacings of the ceilings or headlinings, and the amount 
of light required in the particular service for which the 
car is destined. 



140 RULES FOR MOVEMENT OF TRAINS 

The consumption for each kind of lamp is about as 
follows : 

4 flame lamps, 2j4 cubic feet per hour. 

2 flame lamps, i^£ cubic feet per hour. 

Vestibule lamps, I cubic foot per hour. 

i flame bracket, ^4 of a cubic foot per hour. 

Argand bracket, 2*4 cubic feet per hour. 

The necessary number and sizes of holders or tanks 
is figured from the above calculated results, combined 
with the following: 

A holder 9' 6" long, 20j4" diam. contains when filled 
to 10 atm.* 21 1.8 cubic feet. 

A holder 8' 6" long, 203/2" diam. contains when filled 
to 10 atm. 188 cubic feet. 

A holder 7' 10" long, 20^/2' diam. contains when filled 
to 10 atm. 175 cubic feet. 



*Ten atmospheres is the standard pressure to which cars are 
rilled, and is therefore taken as the basis of calculation. 

The term "Atmosphere" (atm.) is used to indicate the pres- 
sure of the gas in the holders. Each atmosphere as indicated 
by the Pintsch gauges is 14 7/10 pounds per square inch above 
the outside air. The gauge, connected with a holder into which 
its own cubical contents of gas has been forced, will indicate 
one atmosphere increase in pressure. If twice its cubical con- 
tents has been forced in, then the gauge will show two atmos- 
pheres increase in pressure. If ten times, then ten atmospheres. 
Each atmosphere of pressure indicated, multiplied by the cubical 
volume of the holder or holders, gives the available gas suppty. 
Example — A car with two holders, each of 13.8 cubic feet of 
volume, and filled to 8 atmospheres, has on hand as available 
gas 2x18.8x8 = 300.8 cubic feet. When filled to 10 atmos- 
pheres these holders would contain 376 cubic feet, and would 
supply five four-flame lamps, two vestibule lamps and two bracket 
lamps, consuming altogether 16 cubic feet an hour, for about 24 
hours' full burning. 



HEATING AND LIGHTING CARS 



141 



A holder 7' 2%" long, 20 l / 2 " diam. contains when 
filled to 10 atm. 157 cubic feet. 

A holder 6' i long, 20]// diam. contains when filled 
to 10 atm. 135 cubic feet. 




PIG. 53. SHOWING A TWO-FLAME ORDINARY PINTSCH GAS 
LAMP, IN BAGGAGE CAR. 



A holder 6' 1 long, 18^" diam. contains when filled 
to 10 atm. no cubic feet. 

A holder 6' 1" long, 163/2" diam. contains when filled 
to 10 atm. 88.5 cubic feet. 



142 



RULES FOR MOVEMENT OF TRAINS 



One of the ordinary style two-flame burners is shown 
in Figure 53, illustrating its application to a baggage 
car. ; 

Special inverted mantle burners for use with Pintsch 
gas are now used. B|y their use it is claimed a steady 
white light is produced and the candle increased mor 
than three fold. The regulator has to be arranged so as 
to give an outlet pressure of one pound per square inch. 



2667 



2667 




iEx.StrongPipe 



-16* 



FIG. 54. THE REGULATOR USED WITH THE MANTLES FOR 
INVERTED BURNERS. 



See Figure 54. This illustration shows the gas pipe j 
connections for two mantle lamps, as shown in Figure 
55, which gives the details of the lamp, arrangement of 
parts and shows the flow of gas. The delivery of gas 
is the same as for ordinary lamps, until it reaches fitting 




FIG. 55. SECTIONAL VIEW OF LAMP — DETAILS AND PARTI'S SHOWN. 



23— Iron Washer. 
24 — Rubber Washer. 
26 — % in. Nipple, 6 in. long. 
27 — % in. Locknut. 
79 — % in. Extra Strong Pipe. 
156 — Screw for Center Casting. 
417 — Screw for Pendant. 
446 — Set Screw for Extension 
Pillar. 
574a— Roof Thimble. 
1690 — Screw for Ornamental Body. 
1862 — Wood6crew for Ventilating 



2621— 
2C27— 
2640— 
2667— 



6 in. x % in. Angle 

Flange, 
ncandescent Gas Bulb, 

Complete ; Includes Nos 

2603a. 2621, 2640, 2752 

and 2753. 



2706 — Burner Nozzle. 
2725—6% in. Ventilator. 
2747 — Lamp Body. 
2748— Gas Strainer. 
2749— Extension Pillar. 
2750 — Spring Lock. 
2752 — Outer Globe Ring. 
2753 — Inner Globe Ring. 
2783 — Center Casting. 
2823— Shield. 
29H — Ventilating Bell. 
2918 — Lower Thimble. 



HEATING AND LIGHTING CARS 



143 



2615, which has at its end nearest the burner a very fine 
drilling through which the gas issues, mixing itself with 
the air which burns with a jet downwardly into the 
globe 2603A. The mantle is designated by 2640, 




FIG. 56. SHOWING PROPER FLAME. 



The proper flame from the burner is shown in Figure 
56. This flame has seven short light blue cones sur- 
rounded by a very light gaseous flame. 

To light the lamps : If the main cock is closed it 
should be opened full, then the lamp cock should be 
opened, and the flame of a match or taper held just 



144 



RULES FOR MOVEMENT OF TRAINS 




FIG. 57. 



INVERTED BURNER LAMPS IN PASSENGER 
COACH. 



HEATING AND LIGHTING CARS 



145 



at the bottom opening of each small globe, the flame 
only being allowed to extend into the globe. 

To extinguish lights: Simply turn off the gas at 
each gas cock. 




FIG. 58. INVERTED BURNER LAMPS IN DINING CAR. 

Care of mantles: When a burner becomes defective 
it is indicated by an inferior light. In which case a new 
bulb should be substituted. To do this the light should 
be extinguished and when cool enough the glass bulb 
and its holder should be removed. Care should be taken 



146 RULES FOR MOVEMENT OF TRAINS 

to see that the holder unscrews with the bulb. Then 
light all flames and if any are found to be defective, 
there is probably some obstruction in the gas supply. 
In which case, it should be reported at the terminal, as 
should all other matters in connection with the lighting 
apparatus needing attention. When a new bulb is sub- 
stituted it should be screwed slowly on the lamp with 
the flame burning. 

Two styles of lamps in which inverted mantles are 
used in connection with Pintsch gas are shown in Fig- 
ures 57 and 58, one illustrating the lighting of a pas- 
senger coach, and the other a dining car. 



INSTRUCTIONS TO FOREMEN AND INSPECTORS FOR THE USE 

OF PINTSCH GAS EQUIPMENT AT TERMINAL 

POINTS. 

When a gas car arrives at a terminal, the lamps 
should be thoroughly cleaned and carefully looked over, 
and if any parts are found to be" defective, repairs must 
be made promptly. After testing, and replacing all de- 
fects, close cock at each lamp separately, then close main 
cock in gent's toilet room, using gas key furnished for 
that purpose. 

See Trainmen's Rule posted in toilet room in regard 
to turning off lamps first, then shut off main cock. Also 
that mantle lamps must be turned on full, or turned off 
entirely. 

Lampmen and Inspectors must report immediately if 
a car is found with lamps, turned on and main cock 
turned off in toilet room, and report made to Car Fore- 
man or Master Car Builder. 



HEATING AND LIGHTING CARS 147 

The small pipes under the car connecting the tanks, 
regulator, and filling valves are made of # in. extra 
heavy iron pipe with brass flanges soldered on to connect 
the pipes together. A small lead washer is used between 
the faces of the flanges to make a tight joint, slot headed 
bolts used to draw the flanges together. 

Should a leak be discovered in these flanges, the leak 
may be stopped by tightening the slot headed bolts in 
the brass flanges with a screw driver. If leak does not 
then stop, remove old and apply new washer. 

Should it become necessary to disconnect these pipes 
to re-solder a joint or to replace a washer, the gas will 
have to be shut off at tank valves. This must be done 
by removing cap from tank valve which will expose 
stem of tank valve, turn these stems to the right until 
valves are closed, using same kind of brass key as in 
toilet room. 

After these connections are repaired, turn on the gas 
at tank vaJves, replace valve caps and see that all joints 

are tight. 

Never use a light to locate leaks. Depend on the 
sense of smell or use soap suds applied with a brush. 

If a filling valve should be found to be leaking it 
may be stopped by being turned down tighter by brass 
key from toilet room. These valves are left hand, to 
shut them off turn them to the left. 

1 Should a filling valve leak so badly that it cannot be 
repaired the gas must be turned off at the tanks, and 
the Foreman notified. 



148 RULES FOR MOVEMENT OF TRAINS 

INSTRUCTIONS TO TRAINMEN FOR THE CARE OF PINTSCII 
GAS CAR EQUIPMENT. 

Read instruction's to trainmen in regard to lighting 
lamps and emergency outfit which is posted in toilet 
rooms. 

Before the gas is turned on at the main cock in the 
toilet room see that all lamps in the main part of the 
car and the bracket lamps in the passageways and toilet 
rooms are turned off. After the gas has been turned 
on at the main cock in the toilet room all lamps may 
be lighted. 

Should one of the lamps be leaky or defective, turn 
it off and report it at the next terminal point to the Car 
Foreman, or the man in charge of the lamps. 

Should lights fail when there is gas in the tanks, 
thaw out the gas regulator under the car with steam or 
hot water. 

Should a leak be discovered in any part of the car 
the gas must be shut off at once at the main cock in 
the toilet room. 

Should a leak occur in the filling valve under the 
car or in the connections between the gas tanks, the gas 
must be turned off at both tanks. To do this, take 
brass key from toilet room, using large socket to un- 
screw caps of tank valves. After these have been re- 
moved, the stems of the tank valves will be exposed, 
then use the small socket of the key to shut off valves 
turning them to the right. 

Torches or lamps of any kind must not be used while 
working around the connections and tanks under the 
car, and any employe looking for a leak with a light 
will be discharged. 



HEAIING AND LIGHTING CARS 149 

In turning off the light turn off each lamp separately. 
After that is done turn off the gas at the main cock in 
the toilet room. 

Should the odor of gas be detected in any part of 
the car, report it promptly to the Car Foreman, In- 
spector, or man in charge of lamps, at the next terminal 
point. 

Trainmen must use discretion in regard to using the 
light during their respective runs. In first class and 
second class coaches where there are four or five centre 
lamps in the body of the car it will be sufficient to have 
two lamps burning after n p. m. The balance should be 
shut off entirely. In sleeping cars lamps should be 
turned out in the main body of the car, as per general 
instructions. 

After 12 o'clock midnight the lamps in sleeping car 
smoking rooms should also be turned out. 



GOLD'S IMPROVED SYSTEM OF ACETYLENE 
CAR LIGHTING. 

The gas generator may be either inclosed in a locker, 
toilet room, or any other convenient part of a car or 
may be put in one corner of a car without being enclosed 
• in any way. Its appearance is neat, the absence of 
moving parts or complicated valves makes it possible to 
place it in any desired position in a car. All the charg- 
ing and cleaning is done from the outside of the car, 
as the only inside connections are permanent ones. The 
charging and cleaning is done by car men and is only 
done at terminals. The gas is made by the generators 
only as needed and the apparatus needs no attention from 
trainmen, beyond the lighting and putting out of lamps. 
The amount of carbide a generator will hold is enough 
for several nights, and recharging may be done at any 
point to which carbide can be shipped, thus no charging 
plants are necessary. It is claimed by the makers that 
a burner will last for years without renewal, thus there 
is no occasion for continual renewal of burner parts as 
in the mantle system. 

Figure 59 shows the interior of a second class coach 
with gas generator installed. The cylindrical generator 
passing through the car from floor to roof; the water 
tank over the door, the condenser in the corner of the 
clear deck, gas outlet pipe from the generator to th< 
bottom of the condenser and gas pipe coming out th 
side of the condenser. A cut-out cock is shown on tb 

150 



HEATING AND LIGHTING CARS 151 

gas pipe to the condenser for cutting off the generator 
at terminal when being charged. 

A charge of 140 pounds of carbide is put into the 
generator from the roof of the car. The water tank 
holding sufficient supply of water has an extension up 
through the roof where water is also supplied from 




FIG. 59. INTERIOR OF COACH, WITH GAS GENERATOR 
INSTALLED. 



without. An outlet is provided beneath the floor of the 
car for cleaning out the residue at the end of long runs, 
or after four or five nights' heavy service, as cars 
equipped with these generators are in transcontinental 
service as well as running on remote branch lines. When 
the car equipped with this generator leaves the terminal, 



152 



RULES FOR MOVEMENT OF TRAINS 



train crews and porters light or turn off the gas the 
same as one does at his city residence ; the generator 
supplying the gas according to the consumption. All 
attendance to the generator is done by the car men while 
the cars are in the yards being cleaned. 




FIG. 60. 



TOP OF GENERATOR PROJECTING THROUGH ROOF 
OF SLEEPING CAR. 



HEATING AND LIGHTING CARS 153 

Figure 60 shows a view of a compartment sleeping 
car, the top of the generator, it will be noticed, is pro- 
jecting through the roof. This generator applied to a 
coach is shown in Figure 61. The simplicity of the gen- 
erator is plainly indicated with its carbide chamber at 
the top extended downward about three feet and ter- 
minating in a grating to form the bottom of this recep- 
tacle. The bottom being filled with water and connecting 
with the overhead supply tank which raises the water 
up to the grate where it comes in contact with the car- 
bide generating gas as it does so, and at the same time 
slacking the carbide, allowing the residue to drop down 
to the bottom of the generator. This forms a slight 
pressure above the water, causing it to recede until the 
gas is sufficiently drawn off in using, thus automatically 
regulating the making of gas according to the consump- 
tion. 

Other accompanying apparatus is used, but such as 
does not in any way complicate the installation as a 
whole. A condenser, storage reservoir and regulator to 
insure pure dry gas at a steady pressure, giving the 
soft white light characteristic of this gas. 

In the event of accidents there is no escape of highly 
compressed gas to be contended with. The generator 
is provided with a safety valve which would not allow 
building up any high pressure under any emergency, 
and the system which causes the water to recede when a 
pressure is built up which exceeds the weight of the 
column of water due to the height of the water supply 
perfectly controls the ordinary pressure of gas in the 
system. 

Cars equipped with the Pintsch gas system can be 



154 



RULES FOR MOVEMENT OF TRAINS 




HEATING AND LIGHTING CARS 155 

converted to this system when desired, the same lamps 
being changed over to suit, or new ones of special de- 
sign substituted. 



THE SAFETY STORAGE SYSTEM OF ACETYLENE LIGHTING 
FOR RAILWAY CARS. 

This system of lighting is similar to other gas storage 
systems, in that it consists of a cylindrical tank charged 
with gas, in connection with which are a pressure regu- 
lating valve and pressure gauge, all of which are placed 
under the car. 




FIG. 62. SAFETY STORAGE TANK BROKEN TO SHOW THE 
ASBESTOS DISCS. 



The tanks used in the Commercial Acetylene Com- 
pany's patented safety storage system contain no free 
gas. They are packed with asbestos discs, as shown in 
Figure 62, before the ends are brazed in. This asbestos 
is then saturated with acetone (a species of wood alco- 
hol) which, at ten atmospheres, or 150 pounds pressure, 
absorbs twenty-five times its own volume of the gas at 
a normal temperature, thereby increasing the storage 
capacity of the tank ten-fold. The regular railway cyl- 
inder is a trifle smaller than those used in other gas 
storage systems, measuring 114" in length by 20" in 
diameter; at a charging pressure of 150 pounds it will 
contain 2,000 cubic feet of gas. 



156 



RULES FOR MOVEMENT OF TRAINS 



Though the tremendous storage capacity is realized, 
what it really means is better understood when the high 
candle power of the gas is appreciated. For instance, 
one cubic foot yields 50 candle power. Thus a tank of 
2,000 cubic feet equals 100,000 candle power ; enough to 
light a car for several transcontinental trips. 




FIG. 63. CHARGING PLANT OF THE N. Y., N. H. & H. R. R., 
PROVIDENCE, R. I., SHOWING 5,000 CU. FT. HOLDER. 



The generating and compressing plant consists of a 
two-story building for the generating, with a one-story 
addition for the compressing room, with room for motor 
on side, and a shed containing the storage cylinders in 
back. (See Figures 63, 64, 65, 66 and 67.) 



HEATING AND LIGHTING CARS 
i 



157 




^ <j ^ > 

2 h, ^ o 

G ^ r 



E — Generators. 

El — 4" Gate Valves. 

E2 — 3" Gate Valves. 

E3 — 4" Flanged Unions. 

E4 — 3" Flanged Unions. 

F — Cushion Holder Tank. 

PI' — Bell of Cushion Holder. 

F2 — 4" Inlet to Cushion Holdei. 

F3 — 3" Outlet from Cushion 

Holder. 
G — Meter. 

H — Dryer Cylinders. 
I — Scrubber. 

II — 3" Main to Compressor. 
J — Compressor. 
Jl — %" H. P. Line to Storage 

Cylinders. 
J2 — Oil Separators'. 
J3 — %" H. P. Globe Valves. 
J4 — Vo" H. P. Globe Valves. 
J5— i/l" H. P. Globe Valves. 
J 6 — %" Pop Valves. 
K — Filter Cases. 



L — y 2 " H. P. Line to Acetone 
Cylinder. 

LI — Acetone Cylinder. 

L2 — Acetone Filler. 

M — i/t" Special Steel Pipe. 

N — Storage Cylinders. 

O — Saddles for Storage Cylinders. 

P — Yard Line. 

PI — Yard Line Valves. 

P2 — Nest of Valves for Charging 
Cylinders on Flat Cars. 

Q — %" Pipe to Release Gas in 
Yard Line Back to Holder. 

Ql 1 — %" Pipe to Release Gas in 
Compressor Back to Holder. 

R — 12" Connection to Sewer. 

S — %" Pipe to Release Acetone 
Cylinder Back to Holder. 

T — Water Seal Blow-Off. 

U — Shafting, Hangers and Pul- 
leys. 

V — Belt. 

W — Motor. 



158 



RULES FOR MOVEMENT OF TRAINS 




A — Gas Holder. 
B — Tank of Gas Holder. 
C — Bell of Gas' Holder. 
CI — Inlet to Gas Holder. 



C2 — Outlet from Gas Holder. 
D — Drip Pots. 
Dl — 4" Main to Holder. 
D2 — 4" Return Main. 



These plans in detail apply to all charging plants built for this 
system of lighting, the various sizes varying, of course, according 
to the capacity of the plant 



HEATING AND LIGHTING CARS 159 




FIG. 66. GENERAL ACETYLENE GENERATOR. 
SEE PAGE 160 FOR EXPLANATION. 



160 



RULES FOR MOVEMENT OF TRAINS 



EXPLANATION OF FIG. 66. 

A — Hand Hole through which Hopper is filled with Carbide. 

B — Hand Hole for cleaning Feed Drum. 

C — Hand Hole giving access to Generating Chamber. 

D — Carbide Hopper. 

E — Rachet Wheel operating Feed Drum. 

F — Gas Main from Generator. 

G — Gate Valve. 

H — Over Flow Pipe. 

I — Vent Pipe. 

J — Water Supply Pipe. 

K — Blow Off Pipe. 

L — Blow Off Seal. 

M — Blow Off Seal Overflow. 

N — Drain Pipe. 

O — Drain Valve. 

P — Carbide Deflector. 

Q — Flange Joint connecting Hopper with Generating Chamber. 




67. GENERATING AND COMPRESSING PLANT OF THE 
D, L. & W. R. R. AT HOBOKEN, N. J. 
South end of first floor, showing : two General Acetylene Generators 
with Carbide Chamber or Hopper passing up through ceiling to second 
floor, 4 Driers, 1 Scrubber. 



HEATING AND LIGHTING CARS 



161 



The hoppers, or carbide chambers, of the generators 
run up through the ceiling of generating room, and the 
carbide is fed into same from the second floor, which is 
also used for storage of carbide. 




FIG. 68. N. Y. C. & H. R. R. DAY COACH EQUIPPED WITH THE 

SAFETY STORAGE SYSTEM. 

(Converted Pintsch Lamps.) 



Where meter is not desired, the cushion bell, F', can 
be dispensed with, as its use is only to equalize the flow 7 
through meter and protect it from the drag of the 
compressor's intake. 



162 



RULES FOR MOVEMENT OF TRAINS 



This system of lighting is shown in a series of illus- 
trations showing the interiors of a day coach and a 
mail car, and also a cafe car. The exterior of a stand- 
ard coach is shown likewise to indicate the storage tank, 
etc. See Figures 68, 69, 70 and 71. 




FIG. 69. ERIE MAIL CAR 699 

Built by Standard Steel Car Co., Equipped with the Safety Storage 

System. Finest Lighted Car in the World. 



Sections of cars showing the equipment, and also the 
names of parts are illustrated in Figure 72. 



HEATING AND LIGHTING CARS 



163 




FIG. 70. D., L. & W. CAFE CAR 781. 
Equipped With the Safety Storage System. 



164 



RULES FOR MOVEMENT OF TRAINS 




HEATING AND LIGHTING CARS 



165 



r 





FIG. 72. SECTIONS OF CARS SHOWING EQUIPMENT. 



101— Stud Valve. 

104 — Filling Valve. 

105 — Filling Valve Bracket. 

107 — Filling Valve Cover. 

108 — }4" Flange Union- (H.P.) 



110 — y±" Steel Cross. 
Ill— *4" Steel Tee. 
114 — Gauge for Car. 
117 — A Regulating Valve. 
138 — %" Extra Strong Pipe. 



THE ELECTRIC CAR LIGHTING SYSTEM. 

The electric lighting of cars by the Bliss system con- 
sists essentially of the following apparatus : — 

1. A dynamo electric machine or generator, mounted 
upon the truck frame and so arranged that its armature 
is rotated by means of a mechanical connection with the 
axle. 

2. A regulator mounted upon the bottom of the car 
body, the function of which is to control the generator 
output, and to maintain constant the lamp voltage, irre- 
spective of the speed of the car or the number of lamps 
in use. 

3. An automatic switch, mounted inside the car, the 
function of which is to control the connection of the 
generator with the rest of the system. 

In addition to these three elementary devices, an elec- 
trically lighted car must be equipped with: First, a 
suitable storage battery, and Second, the usual wiring, 
fixtures, lamps, circuit switches, etc., as may be neces- 
sary. 

The apparatus consists of the three essential elements 
above mentioned, namely, generator, regulator and auto- 
matic switch, together with certain minor auxiliary parts, 
the function of which is of a protective nature, or which 
promote convenience in installation. 

Generator. — The generator in operation is essentially 
similiar to a stationary generator used for ordinary light- 
ing work. 

Regulator or "Bucker." — In any car lighting system 
employing a variable speed generator, it is necessary to 

166 



HEATING AND LIGHTING CARS 167 

provide regulation in two circuits : First, the generator 
field circuit to prevent undue increase in voltage as the 
speed increases, and Second, between the batfery ter- 
minals and the lamp mains, to prevent the full 
charging voltage of the battery being impressed on 
the lamps. In the ordinary system, this regulation 
is obtained more or less effectually by means of 
automatically operated rheostats. In the Bliss System, 
the automatic rheostat with the attendant mechanical 




FIG. 73. GENERATOR SHOWING PERFORATED PULLEY AND 
SUPPORTING ARMS. 



complications, is eliminated, and regulation is obtained by 
opposing the flow of the current by means of counter volt- 
age, which varies with the operating conditions. This 
counter voltage may be said to- "buck" the current which 
tends to flow through the generator field circuit, and also 
from the battery terminals to the lamps, and in conse- 



168 



RULES FOR MOVEMENT OF TRAINS, 



quence of this action, the regulator has come to be gener- 
ally termed the "Bucker." 

Mechanically considered, it consists of two armatures 
of sufficient size to permit rugged construction, both 
mounted on a single shaft, and enclosed within a single 
casing. One of these armatures, with its corresponding 
field, forms a simple shunt motor, and the other arma- 
ture constitutes the regulating device and is provided 
with two windings and two commutators, one connected 
in the generator field circuit, and the other between the 
battery terminals and the lamps. 




FIG. 74. SIDE VIEW OF BUCKER SHOWING COUPLER HEAD. 



The required counter voltages are generated automati- 
cally in these two windings, one providing the necessary 
regulation for the generator field as the speed increases, 
and the other increasing as the charging voltage of the 
battery increases, thus keeping the lamp voltage constant. 



HEATING AND LIGHTING CARS 169 

Automatic Switch. — The connection between the 
generator and the rest of the system is controlled by 
means of an automatic device called the "generator 
switch/' It is simply a solenoid composed of two coils, 
one the lifting or closing coil, the other the releasing or 
opening coil. These coils act upon a plunger, which is 
drawn up by the lifting coil. When so drawn up, a 
metal brush attached to the plunger connects two termi- 




» 



PIG. 75. BUCKER WITH LOWER FRAME REMOVED SHOWING 
ARMATURE IN LOWER FRAME. 



nals thus connecting the generator to the battery. The 
solenoid switch closes the connection between the main 
wires when the generator has attained an operating speed 
and opens automatically when the generator drops below 
the operating speed. 

Storage Battery. — In general, two groupings of 
storage battery have been standardized for railroad work, 



170 RULES FOR MOVEMENT OF TRAINS 

i. e., 16 cells with operating voltage of 30 to 32, and 32 
cells with operating voltage of 60 to 64. Where only 
single car lighting is considered, it is probable that neither 
system presents any marked advantage over the other, 
and decision has been based on individual operating con- 
ditions. 

The 16-cell equipment reduces the number of connec- 
tions in the battery, and also tends to reduce the cost 
of inspection and maintenance, on account of the smaller 
number of battery units. The 32-cell system, on the 
contrary, entails more apparent complication and inspec- 
tion, but in the minds of many this is compensated for by 
the reduction in wiring cost, and the assurance of more 
perfect operation, due to the smaller currents to be 
handled. 

Where any extended system of train lighting,, as dis- 
tinguished from car lighting, is considered, the 32-cell 
system has been almost universally adopted, and the 16- 
cell system has been set aside on account of the enor- 
mously increased copper section necessary to carry the 
current, and tfre difficulty of providing sufficient contact 
surface in connectors. In consequence, where an ex- 
tended system of lighting is considered, the decision 
should be in favor of the higher voltage and increased 
number of cells, even on single car lighting apparatus, 
in order that the equipment may be interchange-through- 
out, so far as is possible. 

Wiring, Fixtures and Lamps, — Car wiring and 
fixtures may be as ornate and elaborate or as plain and 
simple as taste or expediency may dictate. Lamp practice, 
however, has become fairly standardized. Both 30 and 
60-volt lamps are procurable in 6, 8, 10, 12 and 16 C. P. 
sizes, the 8 C. P. lamp being the one most universally 



HEATING AND LIGHTING CARS 



171 



used. The 30-volt lamp, in general, has the advantage 
that its filament is short, of greater cross-section, and con- 
sequently less affected by vibration. The 60-volt lamp, 
on the contrary is generally cheaper, easier to procure and 
is considered less special than the 30-volt by the lamp 
manufacturers. 




'H Pia I 



L 










< 

o 

H 
H 

o 

K 

PL, 



o 
E 



Under normal conditions, the Bliss single car equip- 
ment has a capacity of 2,200 watts in the lamp circuit, 
in addition to the current which simultaneously charges 



172 



RULES FOR MOVEMENT OF TRAINS 



the batteries, thus providing lighting for from 70 to 75 
eight C. P. lamps, this being the maximum which is ordi- 
narily installed. As pointed out later the maximum out- 
put capacity of the generator is in excess of this figure. 
General Operation. — As the car accelerates, the gen- 
erator developes an increasing voltage, sending current 
through the various circuits connected with it, and start- 
ing the motor armature of the bucker. When the car 
reaches the operating speed, the generator will develop 
normal lamp voltage and the motor and bucker will be 
running at full speed. 




PIG. 77. 



RELATIVE POSITION OF BUCKER AND JUNCTION 
BOX ON BOTTOM OF CAR BODY. 



At this point, the automatic switch closes, connecting 
the generator to the rest of the system, and the feeding 
of current to the lamps begins. 

On further increase of speed, which would tend to cor- 
respondingly increase the voltage, the opposing influence 
of the bucker in the field circuit comes into play, weak- 
ening the field as the speed increases, and keeping the 
output of the generator within the predetermined limits. 
At the same time the opposing effect of the bucker in the 



HEATING AND LIGHTING CARS 173 

lamp circuit takes effect, and prevents the lamp voltage 
from rising co-incident with the speed and voltage of the 
generator as the car increases in speed. The apparatus 
is so adjusted that even at train speeds of 75 miles per 
hour or higher, the output of the generator is confined 
within safe limits by the field bucker winding, and the 
lamp voltage is maintained constant at its normal value 
through the action of the lamp bucker winding, thus 
meeting all operating conditions. 

In addition, the lamp voltage will remain constant, irre- 
spective of the number of lamps in use, since the "buck- 
ing" effect is the same irrespective of the current which 
may flow against it. This is not true in rheostatic regu- 
lation, in which the amount of resistance must be varied, 
not only as the battery voltage changes, but as the num- 
ber of lamps may be altered. 

Arrangement of Circuits. — By reference to the 
wiring diagram shown, it will be seen that the cur- 
rent flowing from the positive terminal of the generator 
passes through the automatic switch, and then divides, 
a certain portion of it passing through whatever lamps 
may be in use, the other portion passing through the stor- 
age battery in a charging direction, and also through the 
field winding of the bucker. Again, the current which 
has passed through the lamps, and that which has flowed 
through the battery and the field coil of the bucker unite 
and return to the negative terminal of the generator. 

It will be noted that the current for exciting the' field 
magnet of the generator flows from the positive terminal 
of the same through the generator shunt field, and thence 
through the brushes of the commutator on one side 
of the bucker armature. It will further be noted that the 
current which has passed through the lamps is caused to 



174 RULES FOR MOVEMENT OF TRAINS 

flow through the other set of brushes, and the other com- 
mutator of the bucker armature. The two commutators 
referred to are each connected to an independent wind- 
ing, wound on the same core. These windings are to- 
tally distinct, and insulated from one another, the one in 
the circuit of the generator field being composed of a 
large number of turns of comparatively fine wire, while 
that in the lamp circuit is composed of a small number of 
comparatively heavy turns. On the shame shaft with this 
armature is another armature provided with the usual 
field magnet, which forms the shunt motor which has 
already been referred to. The connections of the shunt 
motor are obvious and have been omitted in the dia- 
gram for the sake of clearness. 

The field coil which acts upon the bucker armature is 
connected so that the current which flows through the 
battery must pass through it, and the bucker armature 
being in rotation at constant speed, it is obvious that an 
increase in the current flow through the battery, due to 
increase in generator voltage, will increase the counter 
voltage generated by the field bucker, thus tending to 
weaken the generator field and reduce the increased cur- 
rent flow to the battery. Simultaneously, the counter 
voltage of the lamp bucker will be increased, thus compen- 
sating for the rise of voltage on the battery terminals and 
maintaining constant voltage on the lamp mains. 

Essentially considered, these operations constitute the 
regulation provided by the Bliss System, and maintain 
predetermined operating conditions in the battery and 
lamp circuits, irrespective of the speed of the car. In this 
connection, it should be noted that the regulating effects 
do not take place by steps, as in the case of rheostatic 
regulation, but are regular and infinitesimally small 
changes. 



HEATING AND LIGHTING CARS 175 

Battery Current Regulation. — The connection of 
the bucker field coil in the battery circuit serves an im- 
portant function, on which depends the satisfactory per- 
formance of the apparatus on the road. It insures that, 
irrespective of the lamp load, the battery shall always re- 
ceive a practically constant and predetermined charge, 
and the batteries are thus always charged, provided the 
car is run sufficiently to make up the losses at terminals. 
No current is taken from the batteries when running at 
average speed, irrespective of what the lamp load may 
be. 

"Total current regulation," on the contrary, which is 
the method ordinarily employed in other system^, and 
which inherently regulates to keep the generator output 
at a predetermined amount, must involve the disadvantage 
that the charging current is variable and uncertain. With 
no lamps in circuit, the charging current may be equal to 
the total output capacity of the generator. With all lamps 
lighted, the charge is not only reduced, but may even be 
turned into a discharge, the batteries helping the genera- 
tor to carry the load. As it is impracticable to control the 
extent to which lights may be used on the road, and as 
the tendency is always to use them more than freely, it is 
obvious that during a considerable portion of the run- 
ning time, the battery in a system employing "total cur- 
rent regulation" may be discharging instead of charging, 
as is absolutely essential to good service. 

In any system employing "total current regulation" 
certain disadvantageous conditions result, w T hich are in- 
herent and cannot be avoided. The battery is charged 
at uncertain rates at uncertain intervals, resulting in an 
indeterminate condition of charge, and also total uncer- 
tainty as to battery condition at any time. This makes 



176 RULES FOR MOVEMENT OF TRAINS 

necessary terminal charging, which, aside from being in 
itself objectionable, is usually carried on under disadvan- 
tageous conditions, resulting in largely increased battery 
deterioration. "Battery current regulation," as employ- 
ed exclusively in the Bliss System, insures charging at 
predetermined times and at predetermined minimum 
rates, thus providing that the battery is at all times fully 
charged. Terminal charging is eliminated, and the bat- 
tery being always charged at the lowest consistent rate, 
deterioration is reduced to a minimum. 



CAR GENERATOR— TYPE C. 

Outside Sits pension. 

Straight Line Belt Tension — Split Frame. 

Type C Generator is a truck mounted, belt driven ma- 
chine supported on what is commonly known as an out- 
side suspension. The latter consists of two 3^"xi" 




FIGf. 78. CAR GENERATOR SHOWING OUTSIDE SUSPENSION, 
PULLEY END. 

wrought iron suspension bars, which hook under the 
transom and pass over the end sill and are secured upon 
the latter by wrought iron or open hearth steel clamps. 
The details of this fastening may differ with different 
types of truck, but the same general plan is applicable to 
all M. C. B. trucks. The suspension bars extend beyond 

177 



178 RULES FOR MOVEMENT OF TRAINS 

the end sill about 30", and across their outer ends is bolted 
a 4"xi" wrought iron cross bar, which is laid flat and bent 
downward between the suspension bars, so that its upper 
surface is level with and equal in width to the top of the 
end sill. The frame is additionally stiffened laterally by 
means of two diagonal wrought iron braces, bolted to the 
end sill and suspension bars. 




FIG. 79. SIDE VIEW OF GENERATOR SHOWING ARMATURE 
PULLEY, AXLE PULLEY, BELT AND TENSION MECHANISM. 



Arrangement of Generator. — The frame of the 
generator consists of cylindrical open hearth steel casting, 
divided longitudinally into an upper and lower portion. 
Upon the upper are cast four longitudinally projecting 
arms or lugs, under each of which is placed a roller 
bearing and plate. The generator supported by these 
four lugs, is placed upon the end sill and cross bar, and 
is thus suspended outside, and clear of the truck. The 
armature shaft of the generator is set parallel with the 
car axle. Similar open hearth steel guides are clamped 
upon the end sill and cross bar, respectively, and secure 
the arms or lugs of the generator frame against lateral 



HEATING AND LIGHTING CARS 179 

and vertical displacement, although three inches of longi- 
tudinal movement of the generator upon the suspension 
frame is provided to allow for adjusting the tension of 
the driving belt. The guide upon the end sill is secured 
by means of bolts and wrought iron clamps, it being un- 
necessary to bore any holes through the end sill. 

Belt Tension Mechanism. — The guide upon the 
cross bar is interchangeable with the guide on the end 
sill, and is secured by bolts and clamps, one of which is 
an open hearth steel casting and forms, in addition, a 
bracket for the belt tension rod, and a seat for the belt 
tension spring. The tension rod is attached to the gene- 
rator frame by means of a clevis and pin, passes through 
a hole in the tension bracket, and then through the ten- 
sion spring. The tension on the latter is adjusted by 
means of the tension nut, which consists of an iron cast- 
ing, forming a spring seat and nut, and a weighted 
handle, which prevents the nut from turning by vibra- 
tion, and renders the use of a wrench and locking device 
unnecessary. The roller bearings under the supporting 
arms reduce the belt tension to a minimum. 

Pulleys and Belts. — In standard equipment, the gen- 
erator is provided with a flanged pulley, 10" diameter and 
6^4" face, crowned slightly, and accurately balanced. 
This pulley is fitted and keyed to the tapered armature 
shaft, and is interchangeable with the 8"x6j4" pulley 
and the fibre and steel pinions used on Forms I and 2 
generator. 

The axle pulley is likewise flanged, 21" or 23" diame- 
ter, 7" face and is flat. It is split and provided with a 
-split bushing which is bored to fit the taper of the axle, 
and is clamped thereon by means of Y<\ r bolts. Any 
form of belt may be used, but should not be more than 



180 



RULES FOR MOVEMENT OF TRAINS 



5" wide, and in thickness no lighter than the equivalent 
of four-ply rubber. One belt of proper dimensions with 
suitable fastenings is provided with each generator. 

The alignment of the belt can be adjusted by loosen- 
ing the guide and clamps on the cross bar and shifting 
the two outboard arms of the generator to one side or 
the other and then reclamping. 




FIG. 80. SIDE VIEW OF GENERATOR SHOWING LOWER FRAME 

SWUNG DOWN, EXPOSING INTERNAL PARTS, ARMATURE 

REMAINING IN UPPER FRAME. 



Advantages of Bliss Suspension. — The advantages 
of this form of suspension over all others are: 

1. The generator being supported entirely by the up- 
per portion, the lower portion is left free and clear for 
inspection and repairs ; the lower half of the field frame, 
armature, bearings, pulleys and all other parts can be 
removed without disturbing the supporting framework. 



HEATING AND LIGHTING CARS 



181 



2. The adjustment of the belt tension is effected by 
means of a direct longitudinal movement of the genera- 
tor, which is the universal practice with all stationary belt 
driven generators and motors, the roller bearings practi- 
cally eliminating all sliding friction. The generator not 
being pivoted is not tipped or otherwise drawn out of its 
proper position in making wide adjustments of the belt 
tension. 

^ 3. The entire generator may be removed from the 
truck by removing the guides on the end sill and cross 
bar and unbolting, the cross bar from the suspension 
bars. 

4. The iron work is of the simplest possible design. 
There are no welds, and the amount of boring or other 
work on the truck frame is reduced to a minimum. One 
man and helper familiar with the work can install genera- 
tor on truck in four hours. 




FIG. 81. GENERATOR FIELD COILS AND RETAINERS. 



Field Frame, Magnets and Bearings. — All four 
forms of car generator are identical so far as the arma- 
ture, field magnets and brush mechanism are concerned 
and these parts are all interchangeable. The generator 
proper is of the iron clad type, having four internal radial 



182 RULES FOR MOVEMENT OF TRAINS 

salient poles. The poles are placed at an angle of 45 ° 
with the horizontal, two poles being in the upper, and 
two in the lower half of the generator, which is divided 
longitudinally in a horizontal plane. The casing, which 
forms the yoke of the fields, is extended parallel with the 
axis of the shaft and is then turned in at right angles, 
thus forming ends which are bored out and have fitted 
into them round head-like castings which hold the arma- 
ture shaft bearings and oil wells. This construction was 
originated by the Bliss Company. When these heads are 







FIG. 82. END VIEW OF GENERATOR, SHOWING BEARING HEAD 

AND HAND HOLE COVER REMOVED, EXPOSING AUTOMATIC 

BRUSH MECHANISM. 



in place, the generator is almost hermetically sealed, and 
is absolutely dust and water proof. A suitable hand-hole 
is provided in the generator casing for purposes of in- 
spection, etc. 

The two heads which carry the armature bearings are 
each held in place by four bolts, two of which are tapped 



HEATING AND LIGHTING CARS 183 

into each half of the generator casing. By this construc- 
tion, the lower half of the generator may be removed, 
leaving the armature in the upper half, or the armature 
may be removed with the lower half. The heads being 
nicely fitted to the casing, insure perfect alignment of 
the armature shaft, no steady pins or other truing de- 
vices being required. 




FIG. 83. COMPLETE GENERATOR ARMATURE AND PULLEY, 
AUTOMATIC BRUSH MECHANISM AND ARMATURE COIL. 



By removing the head casting at the commutator end 
of the generator, and detaching the flexible cables from 
their respective brush-holders, the entire brush mechan- 
ism, as well as the armature, may be removed without 
disturbing any of the other parts. 

Armature. — The armature is of the four-pole drum 
type, having a two-circuit singly re-entrant drum wind- 
ing of the straight-out, or barrel type. The coils are 
wound on formers and afterward placed on the core, thus 
providing a perfectly balanced winding, both electrically 
and mechanically. 

The armature coils are assembled on the armature in 
the usual manner and specially banded. With this con- 



184 



RULES FOR MOVEMENT OF TRAINS 



struction, it is possible to remove a single damaged coil 
by simply lifting out one-quarter of the coils,, when the 
damaged coil can be replaced by a new one. While this 
feature is extremely valuable in facilitating repairs, and 
has been adopted for this reason, we have no record of 
the burn-out of a generator armature. 

Spider and Removable Shaft. — The core of the ar- 
mature consists of the usual annular stampings, slotted 
to receive the coils, and mounted on a ventilated spider. 




f \.# 



FIG. 84. ARMATURE SHAFTS AND NUTS OF GENERATOR AND 
BUCKER, SHOWING SPIDER AND REMOV- 
ABLE SHAFT CONSTRUCTION. 



The central portion of the spider forms a sleeve which is 
extended at one end to support the commutator. The 
sleeve is bored to take the armature shaft, which is suita- 
bly keyed and otherwise secured. This construction is 
unusual in work of this capacity, and is only found in 
car lighting apparatus of our manufacture, and although 
entailing greater expense in construction, has been 



HEATING AND LIGHTING CARS 



185 



adopted on account of its value from an operating stand- 
point. 




n 

< 

fa 

fa 

o 

o 



fa ra 

£ ° 

S Q 

s 

<=> $ 



fa < 

&« 
O o 

fa s 



fa tf 

O H 

a < 

H 

Q P 

« O 

< 



This arrangement Hermits the armature and commuta- 
tor to be quickly takei. off the shaft without disturbing 
the windings, thus affording a ready means for making 
repairs, either to the shw.ft or to the armature itself. 



186 RULES FOR MOVEMENT OF TRAINS 

Journals and Lubrication. — The armature shaft is 
extremely large for a machine of this capacity, and is 
manufactured from a fine grade of high carbon steel. The 
journals are unusually ample in their proportions, the 
commutator end bearing being i)4"x4", the pinion end 
bearing i^"x43^". 

The lubrication is entirely automatic, and is effected by 
oil rings operating in oil wells of unusual capacity. All 
the running parts are heavily proportioned and are de- 
signed to resist the heaviest shocks and stresses. The 
generator is connected as a plain shunt wound machine 
and is self-exciting. Hence, there is but a single wind- 
ing on the field, each pole being excited by a single coil, 
which is held in place by a special clamping device of 
extremely heavy construction. 

Brushes. — The armature winding, being of the two- 
circuit type, requires but a single pair of brushes to take 
the current from the commutator, but, for purposes here- 
inafter explained, two pairs of brushes are employed. 

Capacity and Rating. — The generator is nominally 
rated at 4 kilowatts, 80 volts and 50 amperes or 40 volts 
and 100 amperes, this being its normal continuous safe 
load. The 50 ampere generator, however, has been suc- 
cessfully operated at 90 amperes for five hours without 
undue rise in temperature. Few cars can possibly utilize 
such a large output to advantage. 

Brush Mechanism and Automatic Pole Changer. 
— The polarity of the terminals of the generator is pre- 
served in the following manner: The brush-holders are 
mounted on a carrier, which is supported on anti-friction 
bearings, which enable it to rotate freely within the cas- 
ing of the generator. The friction between the brushes 
and the commutator is sufficient to cause the brushes. 



'; 



HEATING AND LIGHTING CARS 



187 



and with them the carrier, to be dragged around as the 
commutator revolves. The angular motion of the carrier 
is arrested by means of a removable stop. 

When the armature revolves in a right-hand direction, 
the brushes and carrier are rotated to the right and ar- 
rested by the stop in the correct position for commuta- 
tion, and vice versa. It is obvious that the rotation of 
the armature having been reversed, and also the position 
of the brushes, the actual polarity of the generator termi- 
nals is preserved. It will be apparent that the angular 




■'. ^ "^ % 

PIG. 86. AUTOMATIC BRUSH MECHANISM AND FLEXIBLE 

CABLES. 



motion t>f the brush carrier need be but 90 in a four- 
pole generator. The motion however is made a few de- 
grees greater than a quadrant, thus providing a certain 
lead which aids commutation. Lead is impossible with 
any other type of pole changer. 

A single pair of brushes would suffice to take the cur- 
rent from the commutator, but by using four brushes, or 



188 RULES FOR MOVEMENT OF TRAINS 

two pairs, a short commutator is possible, a more sym- 
metrical disposition of the brushes is secured, and ade- 
quate contact between the brushes and the commutator 
is obtained, without undue pressure on a single brush. 
The brushes of similar polarity are connected together in 
the usual manner, while flexible cables, readily detach- 
able, convey the current from the brushes to the station- 
ary terminals of the generator. 

The preservation of the polarity of the brushes is thus 
secured mechanically, and without resort to contacts, 
switch-blades or other devices, which break or interfere 
with the continuity of the circuit. The friction between 
the brushes and the commutator cannot be avoided, and 
in the Bliss System is utilized to advantage. 

The stop which arrests the motion of the carrier is 
removable, in order that, for inspection purposes and the 
renewal of brushes, the carrier may be turned completely 
around, and all the brushes and holders brought opposite 
the hand-hole in the generator casing. 

BUCKER TYPE B. 

Provided with Coupler, 

The bucker is the distinctive feature of the Bliss Sys- 
tem, and was devised for both regulating an axle genera- 
tor and maintaining constant lamp voltage in connection 
with a generator and storage battery. It is a separate 
auxiliary and self-contained machine, which is bolted to 
the bottom of the car in any convenient place. This ma- 
chine contains a revolving shaft, on which are mounted 
two armature cores. One of these armatures, with its 
commutator and field, constitutes a plain shunt motor 
which takes its power from the generator mains, and 



HEATING AND LIGHTING CARS 



189 



whose sole function is to rotate the shaft. It is obvious 
that this motor runs only when the generator is in opera- 
tion. 

The other armature has two windings and two commu- 
tators, and revolves in a field excited by the current flow- 
ing through the battery. This doublewound armature, 
with its two commutators and field, constitutes the 
"bucker" proper. The motor simply drives it. The 




FIG. 87. 



BUCKER WITH LOWER FRAME REMOVED SHOWING 
ARMATURE IN UPPER FRAME. 



winding connected in the lamp circuit is called the "lamp 
bucker," and the winding connected in the field circuit 
of the generator the "field bucker." The field of the 
bucker is referred to as the "series field;" that of the 
motor as the "motor field." 

As will be seen, by referring to illustrations, the bucker 
is entirely enclooed and hence is dust and water proof. It 



190 



RULES FOR MOVEMENT OF TRAINS 



is impossible for anyone to tamper with it, and it contains 
no delicate or complicated parts. 

Armatures. — The motor and bueker armatures are 
drum-wound for bipolar fields. They are built up of 
slotted annular punchings, and mounted, together with 




FIG. 88. COMPLETE BUCKER ARMATURE AND SHAFT. 

their commutators, on a sleeve which is fitted and keyed 
to the shaft. The construction is very similar to, and 
possesses all the advantages of that employed in the gen- 
erator armature previously described. There is no pulley 
or external mechanical connection on this machine. 




FIG. 89. BUCKER FIELD COILS AND POLE PIECES. 






Field Magnets. — The field is of the bipolar, iron clad 
type. Each armature core revolves between two salient 
pole pieces, which are bolted into the casing, and consist 
of a pole shoe and core. Upon each core is placed a heav- 



HEATING AND LIGHTING CARS 191 

ily taped and painted coil. The pole pieces are placed in 
a vertical line, so that one pole and coil for each armature 
core is in the upper, and one in the lower part of the ma- 
chine. 

Brush Holders. — The brush holders are mounted rig- 
idly in the upper half of the machine. The springs and 
fingers are interchangeable with those of the generator. 
In taking off the bottom half of the casing, or in remov- 
ing the armature, no wire connections need be disturbed 
beyond disconnecting the upper and lower field leads. 




FIG. 90. DUCKER BRUSH HOLDERS AND DETAILS. 

Bearings. — The head castings, containing the arma- 
ture shaft bearings, are secured to the casing by four 
bolts, thus permitting the lowering of the bottom half 
of the casing with or without the armature. The illustra- 
tion shows the armature entirely removed, together with 
the head castings and armature shaft bearings. The sepa- 
rate parts of this machine are light enough to be easily 
handled, no jacks or lifting devices being necessary. By 
referring to the cuts, it will be seen that large hand hole 
covers are provided over each brush holder, thus afford- 
ing, by their removal, easy access to all internal parts. 



192 RULES FOR MOVEMENT OF TRAINS 

Terminals and Connections. — The wiring of the 
bucker is entirely inside the casing. All of the leads (six 
in number) are brought out through a single opening 
provided with proper outlet bushing. These leads termi- 
nate in a coupler head carrying six terminal sockets, each 
provided with two binding screws. A corresponding 




fig. 91. interior view of bucker showing construc- 
tion OF UPPER FRAME, BRUSH HOLDERS AND WIRING. 

coupler block is furnished with each bucker, in which the 
six leads of the car wiring are secured. Ferrules are 
provided, which are soldered over the ends of the car 
wires, after the insulation has been removed, and the 
wires threaded through the coupler block. One of the 
ferrules is larger in diameter than the others, as is also 



HEATING AND LIGHTING CARS 193 

the hole in the corresponding terminal socket, thus pro- 
viding a registering device which automatically insures 
the correct connection of the bucker to the car wires. The 
advantages of this construction are simplicity in installa- 
tion, elimination of mutilated wire ends, and certainty of 
correct connections. 




FIG. 92. END VIEW OF BUCKER SHOWING COMPLETE COUP- 
LER HEAD AND BLOCK AND METHOD OF CONNECTING 
CAR WIRES. BEARING HEAD AND HAND HOLE 
COVER REMOVED EXPOSING MOTOR 
COMMUTATOR. 

Operation of the Bucker. — It is obvious that when 
no current flows through the battery, none flows through 
the series field, since they are in series with one another, 
and hence no electro-motive-force is generated in the 
bucker ; but when current flows through this series field, 
electro-motive-forces are generated in the bucker, and in 
almost exact proportion to the strength of the field. (Af- 
ter the closing of the automatic generator switch, the 
motor runs at almost constant speed, its slight accelera- 
tion as the generator voltage rises from normal lamp 



194 RULES FOR MOVEMENT OF TRAINS 

voltage to maximum being an advantage, as it compen- 
sates for the drooping curve of magnetization in the se- 
ries field.) 

No current will flow through the series field under the 
following conditions : 

i. When the generator is inoperative, automatic gen- 
erator switch open, and no lamps lighted; for example, 
car standing still in day-time. 

2. When the generator is operative, automatic genera- 
tor switch closed, no lamps lighted and the generator 
voltage equal to the battery voltage; for example, run- 
ning at cutting-in speed in day-time. 

3. When the generator is operative, automatic genera- 
tor switch closed, lamps lighted, and generator just carry- 
ing the lamp load, batteries neither charging nor dis- 
charging. 

Under these three conditions, no regulation of genera- 
tor or lamps is necessary. 

Only one condition obtains when regulation is neces- 
sary, and that is : 

4. When the generator speed and voltage have risen 
and the battery is being charged ; for example, running 
above operating speed, day or night. Then the voltage 
at the lamps tends to rise, and it must be kept constant, 
whether the lamps are lighted or not. 

Constant Lamp Voltage. — The voltage at the termi- 
nals of the battery rises approximately in proportion to 
the current forced through them. The magnetism of 
the series field increases in proportion to this current. The 
counter voltages of the bucker increase in proportion to 
its field magnetism. Hence, the counter voltages of the 
bucker increase in proportion to the rise of electro-mo- 
tive-force at the battery terminals. The lamp bucker, 



HEATING AND LIGHTING CARS 195 

which is in the lamp circuit, will, therefore, produce a 
counter voltage always equal to the excess electro-motive- 
force necessary to impress on the batteries to charge 
them. The result will be a constant lamp voltage, inde- 
pendent of the number of lamps in use, or the speed of 
the train, since the latter now affects the charging cur- 
rent only. 

Regulation of the Generator. — The field bucker is 
connected inversely in series with the field of the genera- 
tor, and generates a counter voltage which weakens the 
field of the latter to such a degree that the voltage of the 
generator is just sufficient at the maximum train speed 
to force the maximum predetermined current through the 
battery and series field. The regulation tends to main- 
tain constant current through the battery and series field 
at a given train speed. The lamp load is carried by the 
generator precisely as in the case of a constant potential 
machine and does not affect the charging current flowing 
through the battery. 

Economy of the Bucker. — Since the bucker receives 
or absorbs energy from the lamp circuit and the field cir- 
cuit of th'e generator, such energy is transformed into 
mechanical power and tends to revolve the shaft and thus 
relieve the motor of that work. In fact, when the appara- 
tus is fully loaded, the motor becomes a generator and 
puts back into the system about 60% of the energy con- 
sumed by the bucker in effecting regulation. 

Generator Switch. — It is necessary to provide an au- 
tomatic switch which will complete the circuit between 
the generator and the storage battery whenever the speed 
of the former and consequently its voltage, is equal to or 
greater than that of the battery. On the other hand, this 
switch must likewise break that circuit whenever the 



196 



RULES FOR MOVEMENT OF TRAINS 










■J Q 

© S 



h 

Hi 

O 
O 



2 



HEATING AND LIGHTING CARS 



197 



voltage of the generator is less than that of the storage 
battery, by virtue of a reduced or zero speed. The auto- 
matic generator switch opens and closes the circuit be- 
tween the generator and the storage battery electrically, 
and is closed directly by the generator voltage. 




FIG. 94. GENERATOR SWITCH IN SINGLE SECTION IRON BOX. 



Construction. — The generator switch consists of a 
rectangular iron frame, which forms the magnetic circuit 
of a solenoid and supports the insulated contacts. Within 
the frame are two concentric coils, constituting the solen- 
oid. They are made entirely separate, to facilitate con- 
struction and repairs, and are held in place by a central 
tube. The inside, or lifting coil, is wound with fine wire, 
and is connected across the terminals of the generator. 
The outside, or releasing coil, is edgewise wound out 
of copper bar, and connected in series with the generator 
and storage battery. Within the central tube, and free 
to work in a vertical direction, is a soft iron plunger, at- 
tached to and insulated from a laminated metal brush. 



198 RULES FOR MOVEMENT OF TRAINS 

Operation. — When the generator develops normal 
lamp voltage the switch will close,- as the fine wire, or 
lifting coil, raises the plunger and causes the metal brush 
to make connection between the two metallic contacts. 
As the speed and generator voltage increase, current will 
flow through the contacts, brush and releasing coil, and 
through the battery, the releasing coil being wound in 
such a direction that this current aids the lifting coil in 
holding up the plunger and brush, maintaining a better 
contact for increasing current. 

When, however, the voltage of the generator becomes 
less than that of the battery, current will flow from the 
battery in a reverse direction, through the releasing coil 
and generator, and oppose the action of the lifting coil. 
The weight of the plunger and brush is then sufficient to 
cause the opening of the switch by gravity. No springs 
are used to secure the adjustment, which is made by vary- 
ing the length of the air-gap, and when once made is per- 
manent. Renewable carbon contacts, on which the final 
break takes place, protect the metallic parts against in 
jury by arcing. 

Triple CoNTACT.-*-Upon the top of the iron frame of 
the automatic generator switch is mounted a triple con- 
tact, consisting of a three-part segmental socket and a 
conical plug fitting the same. The function of the triple 
contact is to short-circuit the lamp bucker and series 
field, thus avoiding the drop that would otherwise take 
place in the lamp circuit when the battery was discharg- 
ing, and to render the bucker inoperative below operating 
speeds, when the generator switch is open. 

The plug is raised and lowered by means of a tail-rod 
attached to the plunger of the switch. When the plunger 
is down and" the generator switch open, the plug con- 



HEATING AND LIGHTING CARS 



199 



nects the three segments together. When the plunger 
and plug are raised by the lifting coil, the triple contact 
is broken. The plug is insulated from the tail-rod and 
a flexible conductor permanently connects the plug with 
an insulated terminal, mounted on a tarnsite base. 




PIG. 95. 



GENERATOR SWITCH WITH FOUR-CIRCUIT PANEL 
BOARD IN DOUBLE SECTION IRON BOX. 



One lead of a resistance coil is connected to this in- 
sulated terminal, and the other lead is connected to the 
rear segment of the triple contact. The negative lead of 
the generator is also connected to this segment. The 
leads of the lifting coil are connected, respectively, to the 
positive main contact, and the terminal to which the flexi- 
ble conductor is attached. Thus it will be seen that when 



200 RULES FOR MOVEMENT OF TRAINS 

the plug establishes the triple contact it also short-circuits 
the resistance coil. When the plug is raised, it throws 
the resistance into series with the lifting coil. 

Two advantages result from inserting resistance into 
the lifting coil circuit: First, to reduce the current and 
consequent heating in the coil, which would otherwise 
change its resistance and alter the adjustment of the 
switch; second, to reduce the magnetizing effect of the 
coil, so that less discharge current will be required in 
the releasing coil to open the switch, as above explained. 

Fuse Deck. — The generator switch is mounted on a 
tarnsite base and enclosed in an iron box provided at 
top and bottom with suitable conduit fittings. On the 
lower part of the base is mounted the fuse deck, which 
supports all the positive terminals, the negative terminals 
being on the base below and back of the fuse deck. As 
the name implies, the fuse deck also carries the fuses for 
the generator and battery. By the removal of these fuses, 
and the insertion of a special ammeter connection, read- 
ings of current can be quickly and easily made without 
the use of tools and the attendant danger of short circuit. 

Adjustable Shunt.— In order to adjust the charging 
current delivered by the generator to the storage bat^ 
tery, an adjustable shunt is provided which consists of a* 
number of steps of resistance enclosed in a small cast iron 
case which is mounted inside the car and as near the, 
switch box as convenient. This shunt is connected across 
the terminals of the series field of the bucker and serves 
to divert a certain portion of the charging current from 
said field. A number of binding posts are provided on 
the shunt so that its resistance may be varied, which is 
done by shifting one connecting wire from post to post 
until the proper adjustment has been secured and then 






HEATING AND LIGHTING CARS 



201 



the wire is made permanently fast. This shunt acts exactly 
like the shunt on the series field of a compound genera- 
tor. It affords a simple and easy method of adjustment 
and by its use the charging current can be varied about 
100%. 




FIG. 96. ADJUSTABLE SHUNT. 



FIG. 97. EMERGENCY 
EXCITER SWITCH. 



Emergency Exciter Switch. — This switch consist- 
ing of a spring actuated lever turning upon two contact 
buttons, provides a quick and certain method of exciting 
the field of the generator directly from the storage bat- 
tery in case of loss of residual magnetism or any other 
cause preventing the generator from "picking up." Ordi- 
narily the field circuit is completed through this switch 
so that the generator is self-exciting, but by throwing 
the lever to the right, the field is connected directly to 
the battery, and of course excited. Upon letting go of 
the lever, the spring restores the original connection. 
This switch may be shifted while the apparatus is at rest 
or in motion .and its manipulation will not affect the ap- 
paratus in the slightest. 



202 RULES FOR MOVEMENT OF TRAINS 

Junction Box. — To facilitate and simplify the wiring 
of the apparatus, a cast iron junction box has been pro- 
vided, into which all the wires from the different pieces 
of apparatus are led. This box is secured to the bottom 
of the car body in any convenient location, and if possible, 
should be installed about six inches from the edge of 
the car body, and as near the generator as proper clear- 
ance will permit. 




. 



FIG. 98. FRONT VIEW JUNCTION BOX, WITH COVER REMOVED. 

The two side openings are designed to receive two- 
inch iron pipe or conduit, which should be used for en- 
closing and protecting all of the wiring on the bottom of 
the car. On the underside of the junction box is a fitting, 
into which are fastened four insulating bushings for the 
reception of the four wires which lead to the generator. 
By properly securing these wires into the bushings, the 
fitting may be removed bodily from the bottom of the 
junction box, whenever it is necessary to remove the car 
truck. This renders it certain that the wires will be 
properly renlaced when the generator is reconnected. 



THE STANDARD CODE TRAIN RULES. 

AMERICAN RAILWAY ASSOCIATION. 
GENERAL RULES. 

A. Employes whose duties are prescribed by these 
rules must provide themselves with a copy. 

B. Employes must be conversant with and obey the 
rules and special instructions, If in doubt as to their 
meaning they must apply to proper authority for an 
explanation. 

C. Employes must pass the required examinations. 

D. Persons employed in any service on trains are sub- 
ject to the rules and special instructions. 

E. Employes must render every assistance in their 
power in carrying out the rules and special instructions. 

F. Any violation of the rules or special instructions 
must be reported. 

G. The use of intoxicants by employes while on duty 
is prohibited. Their use, or the frequenting of places 
where they are sold, is sufficient cause for dismissal. 

H. The use of tobacco by employes when on duty in 
or about passenger stations, or on passenger cars is 
prohibited. 

J. Employes on duty must wear the prescribed badge 
and uniform and be neat in appearance. 

K. Persons authorized to transact business at stations 
or on trains must be orderly and avoid annoyance to 
patrons. 

203 



204 RULES FOR MOVEMENT OF TRAINS 

L. In case of danger to the Company's property, em- 
ployes must unite to protect it. 



DEFINITIONS. 

Engine — A locomotive propelled by any form of energy. 

Train — An engine, or more than one engine coupled, 
with or without cars, displaying Markers. 

Regular Train — A train authorized by a time-table 
schedule. 

Section — One of two or more trains running on the 
same schedule displaying signals, or for which signals 
are displayed. 

Extra Train — A train not authorized by a time-table 
schedule. It may be designated as : 

Extra — For any extra train, except work extra. 

Work Extra — For work train extra. 

Superior Train — A train having precedence over other 
trains. 

Train of Superior Right — A train given precedence by 
train order. 

Train of Superior Class — A train given precedence by 
the timetable. 

Train of Superior Direction — A train given precedence 
in the direction specified in the time-table as between 
trains of the same class. 

Note — Superiority by direction is limited to single 
track. 

Time-table — The authority for the movement of regu- 
lar trains subject to the rules. It contains the classified 
schedules of trains with special instructions relating 
thereto. 



STATION AND TRAIN WORK 205 

Schedule — That part of a time-table which prescribes 
class, direction, number and movement for a regular train. 

Division — That portion of a railway assigned to the 
supervision of a . 

Subdivision — A part of a division so designated on 
the timetable. 

Main Track — A track extending through the yards and 
between stations, upon which the current of traffic may 
be in either specified direction. 

Single Track — A track upon which trains are operated 
in both directions. 

Double Track — Two main tracks, upon one of which 
the current traffic is in a specified direction, and upon the 
other in the opposite direction. 

Current of Traffic — The movement of trains on a main 
track in one direction, specified by the rules. 

Station — A place designated on the time-table by name, 
at which a train may stop for traffic, or to enter or leave 
the main track, or from which fixed signals are operated. 

Siding — An auxiliary track for meeting or passing 
trains, limited to the distance between two adjoining lele- 
graph stations. 

Fixed Signals — A signal of fixed location indicating a 
condition affecting the movement of a train. 

Note to Definition of Fixed Signals— -This definition 
covers such signals as slow boards, stop boards, yard 
limits, switch, train order, block, interlocking, semaphore, 
disc, ball or other means for indicating stop, caution or 
proceed. 

Yard — A system of tracks within defined limits pro- 
vided for the making up of trains, storing of cars and 
other purposes, over which movements not authorized 



206 RULES FOR MOVEMENT OF TRAINS 

by time-table, or by train orders, may be made, subject 
to prescribed signals and regulations. 

Yard Engine — An engine assigned to yard service and 
working within yard limits. * 

Pilot — A person assigned to a train when the engine- 
man or conductor or both are not fully acquainted with 
the physical character or running rules of the road, or 
portion of the road, over which the train is to be moved. 



RULES FOR SINGLE TRACK. 

STANDARD TIME. 

1. Standard Time obtained from — observatory 

will be telegraphed to all points from designated offices 
at — —, — i — m. daily. 

NOTE to Rule i. — In order to detect possible errors 
at junction points and to secure uniformity, the Commit- 
tee recommends that the time be disseminated to all 
points at the same hour. The Committee considers it 
of great importance that the time be obtained from some 
observatory of recognized standing. 

2. Watches that have been examined and certified 
to by a designated inspector must be used by the con- 
ductor, enginemen and — *1 The certificate in prescribed 
form must be renewed and filed with every 



*The committee recommends that in filling the blank 
each company add such other classes of employes as it 
may desire. 



STATION AND TRAIN WORK 20Y 

(Form of Certificate.) 

CERTIFICATE OF WATCH INSPECTOR,, 

This is to certify that on 19. . . . 

the watch of . 

employed as ...» on the 

• 

was examined by me. It is correct and reliable, and in 
my judgment will, with proper care, run within a varia- 
tion of thirty seconds per week. 

Name of maker , f ] 

Brand . . . 

Number of Movement 

Open or Hunting Case 

Metal of Case 

Stem or Key Winding 

Signed, . 

Inspector. 
Address 

3. Watches of conductors, enginemen and * 

must be compared, before starting on each trip, with a 
clock designated as a Standard Clock. The time when 
watches are compared must be registered on a prescribed 
form. 

NOTE to Rule 3. — The conditions under which con- 
ductors and enginemen whose duties, preclude access to 
a standard clock are required to obtain standard time, 
vary so much on different roads that the Committee 
recommends that each adopt such regulations to cover 
the case supplementary to this rule, as may best suit its 
own requirements^ 



208 RULES FOR MOVEMENT OF TRAINS 

TIME-TABLES. 

4. Each timetable, from the moment it takes effect, 
supersedes the preceding timetable, and its schedules take 
effect on any division (or subdivision) at the leaving 
time at their initial stations on such division (or subdivi- 
sion). But when a schedule of the preceding timetable 
corresponds in number, class, day of leaving, direction, 
and initial and terminal stations, with a schedule of the 
new timetable, a train authorized by the preceding 
timetable will retain train orders and assume the schedule 
of the corresponding number of the new timetable. 

Schedules on each division (or subdivision) date from 
their initial stations on such divisions (or subdivisons) ; 

5. Not more than two times are given for a train at 
any station ; where one is given, it is unless otherwise 
indicated the leaving time ; where two, they are the arriv- 
ing and leaving time. 

Unless otherwise indicated, the time applies to the 
switch where an inferior train enters the siding; where 
there is no siding, it applies to the place from which fixed 
signals are operated; where there is neither siding nor 
fixed signal, it applies to the place where traffic is re- 
ceived or discharged. 

Schedule meeting or passing points are indicated by 
figures in full-faced type. 

Both the arriving and leaving time of a train are in 
full-faced type when both are meeting or passing times, 
or when one or more trains are to meet or pass it between 
those times. 

When trains are to be met or passed at a siding extend- 
ing between two adjoining stations, the time at each end 
of the siding shall be shown in full-faced type. 



STATION AND TRAIN WORK 209 

Where there are one or more trains to meet or pass a 
train between two times, or more than one train to meet 
a train at any station, attention is called to it by . 

NOTE to Rule 5. — The Committee recommends that 
each company adopt such method as it may prefer in 
filling the blank. 

6. The following signs when placed before the figures 
of the schedule, indicate: 

"s" — Regular stop. 

"f" — Flag stop to receive or discharge passengers or 
freight. 
— Stop for meals. 
"L."— Leave. 
"A"— Arrive. 

SIGNAL RULES. 

7. Employes whose duties may require them to give 
signals must provide themselves with the proper appli- 
ances, keep them in good order and ready for immediate 
use. 

8. Flags of the prescribed color must be used by day, 
and lamps of the prescribed color by night. 

9. Night signals are to be displayed from sunset to 
sunrise. When weather or other conditions obscure day 
signals, night signals must be used in addition. 

VISIBLE SIGNALS. 

10. COLOR SIGNALS. 

(a) Color, Red. — Indication. — Stop. 

(b) . — Proceed, and for other uses prescribed by 

the rules. 



210 RULES FOR MOVEMENT OF TRAINS 

(c) . — Proceed with caution, and for other uses 

prescribed by the rules. 

(d) Green and white. — Flag stop. See Rule 28. 

(e) Blue. — See Rule 26. 

NOTE to Rule 10. — The Committee has omitted giving 
the colors of signals "b" and "c" in Rule 10, leaving it 
discretionary wtih each road to use such colors as it may 
prefer. 

11. A fusee on or near the track, burning red, must 
not be passed until burned out. When burning green it 
is a caution signal. 

12. HAND, FLAG, AND LAMP SIGNALS. 

(a) Manner of Using, Swung across the track.— Indi- 
cation. — Stop. 

(b) Raised and lowered vertically. — Proceed. 

(c) Swung vertically in a circle at half-arm's length 
across the track when the train is standing. — Indication, 
"Back." 

(d) Swung vertically in a circle at arm's length 
across the track, when train is running. — Train has 
parted. 

(e) Swung horizontally above the head when the 
train is standing — '"Apply air-brakes. " 

(f) Held at arm's length above the head, when train 
is standing — Release air-brakes. 

13. Any object waved violently by anyone on or near 
the track is a signal to stop. 

AUDIBLE SIGNALS. 

14. Engine Whistle Signals. 

Note.— The signals prescribed are illustrated by \o" 
for short sounds ; " " for longer sounds. The sound 



STATION AND TRAIN WORK 211 

of the whistle should be distinct, with intensity and dura- 
tion proportionate to the distance signal is to be conveyed. 

(a) o Stop. Apply brakes. 

(b) . . . .Release brakes. 

(c) ooo Flagman go back and protect 

rear of train. 

(d) . . . .Flagman return from west or 

south. 

(e) . .Flagman return from east or 

north. 

(f) . When running, train parted; to 

be repeated until answered by signal prescribed by Rule 
12 (d). Answer to 12 (d). 

(g) 00 Answer to any signal not other- 
wise provided for. 

(H.) 000. . . .When train is standing back. Answer 
to 12 (c) and 16 (c). When train is running, Answer 
to 16 (d). 

(j) 0000 Call for signals. 

(K.) — 00. . . .To call the attention of yard engines, 
extra trains or trains of the same or inferior class or 
inferior right of signals, displayed for a following sec- 
tion. 

(1) o o. .Approaching public crossings at 

grade. 

(m) Approaching stations, . junctions 

and railroad crossings at grade. 

A succession of short sounds of the whistle is an alarm 
for persons or cattle on the track. 

15. The explosion of one torpedo is a signal to stop; 
the explosion of two not more than 200 feet apart is a 
signal to reduce speed, and look out for a stop signal. 



212 RULES FOR MOVEMENT OF TRAINS 

16. AIR WHISTLE OR BELL CORD 

SIGNALS. 
Sound. Indication. 

(a) Two When train is standing, start. 

(b) Two When train is running, stop at once. 

(c) Three When train is standing, back the 

train. 

(d) Three When train is running, stop at next 

station. 

(e) Four When train is standing, apply or re- 
lease air-brakes. 

(f) Four When train is running, reduce speed. 

(g) Five When train is standing, call in flag- 
man. 

(h) Five When train is running, increase speed. 

TRAIN SIGNALS. 

17. The head-light will be displayed to the front of 
every train by night, but must be concealed when a train 
turns out to meet another and has stopped clear of main 
track, or is standing to meet trains at the end of double 
tracks or at junctions. 

18. Yard engines will display the head-light to the 
front and rear by night. When not provided with a 
head-light at the rear, two white lights must be displayed. 
Yard engines will not display markers. 

19. The following signals will be displayed one on 
each side of the rear of the train as markers, to indicate 
the rear of the train: By day, green flags. By night, 
green lights to the front and side, and red lights to the 
rear, except when the train is clear of the main track, 
when green lights must be displayed to the front, side and 
rear. 



STATION AND TRAIN WORK 



213 



20. All sections, except the last, will display two 
green flags, and, in addition, two green lights by night, 
in the places provided for that purpose on the front of the 
engine. 

21. Extra trains will display two white flags, and in 
addition, two white lights by night, in the places provided 
for that purpose on the front of the engine. 

22. When two or more engines are coupled, the lead- 
ing engine only shall display the signals as prescribed by 
Rules 20 and 21. 

23. One flag or light displayed where in Rules 19, 20 
and 21 two are prescribed, will indicate the same as two; 
but the proper display of all train signals is required. 

24. When cars are pushed by an engine (except when 
shifting or making up trains in yards), a white light must 
be displayed on the front of the leading car by night. 

25. Each car on a passenger train must be connected 
with the engine by a communicating signal appliance. 

26. A blue flag by day and a blue light by night, dis- 
played at one or both ends of an engine, car or train, 
indicates that workmen are under or about it. When thus 
protected it must not be coupled to or moved. Workmen 
will display the blue signals and the same workmen are 
alone authorized to remove them. Other cars must not 
be placed on the same track so as to intercept the view 
of the blue signals, without first notifying the workmen. 

USE OF SIGNALS. 

27. A signal imperfectly displayed, or the absence of 
a signal at a place where a signal is usually shown, must 
be regarded as a stop signal, and the fact reported to 

the — — . 



214 RULES FOR MOVEMENT OF TRAINS 

28. A combined green and white signal is to be used 
to stop a train only at the flag stations indicated on its 
schedule. When it is necessary to stop a train at a point 
that is not a flag station on its schedule, a red signal must 
be used. 

29. When a signal (except a fixed signal) is given to 
stop a train, it must, unless otherwise provided, be ac- 
knowledged as prescribed by Rule 14 (g) or (h). 

30. The engine-bell must be rung when an engine is 
about to move. 

31. The engine-bell must be rung on approaching 
every public road crossing at grade, and until it is passed ; 
and the whistle must be sounded at all whistling-posts. 

32. The unnecessary use of either the whistle or the 
bell is prohibited. They will be used only as prescribed 
by rule or law, or to prevent accident. 

33. Watchmen stationed at public road and street 
crossings must use red signals only when necessary to 
stop trains. 

SUPERIORITY OF TRAINS. 

71. A train is superior to another train by right, class, 
or direction. 

Right is conferred by train order; class and direction 
by timetable. 

Right is superior to class or direction. 

Direction is superior as between trains of the same 
class. 

72. Trains of the first class are superior to those of 
the second ; trains of the second class are superior to those 
of the third ; and so on. 



STATION AND TRAIN WORK 215 

Trains in the direction specified by the timetable are 
superior to trains of the same class in the opposite direc- 
tion. 

73. Extra trains are inferior to regular trains. 

MOVEMENT OF TRAINS. 

82. Timetable schedules, unless fulfilled, are in effect 
for 12 hours after their time at each station. 

Regular trains 12 hours behind either their schedule 
arriving or leaving time at any station lose both right and 
schedule, and can thereafter proceed only as authorized 
by train order. 

83. A train must not leave its initial station or any 
division (or sub-division), or a junction or pass from 
double to single track, until it has been ascertained 
whether all trains due, which are superior or of the same 
class, have arrived or left. 

84. A train must not start until the proper signal is 
given. 

85. When a train of one schedule is on the time of 
another schedule of the same class in the same direction, 
it will proceed on its own schedule. 

Trains of one schedule may pass trains of another 
schedule of the same class, and extras may pass and run 
ahead of extras. 

86. An inferior train must clear the time of a superior 
train in the same direction not less than five minutes, but 
must be clear at the time a first-class train, in the same 
direction, is due to leave the next station in the rear 
where time is shown. 

87. An inferior train must keep out of the way of 
opposing superior trains, and failing to clear the main 



216 RULES FOR MOVEMENT OF TRAINS 

track by the time required by rule, must be protected as 
prescribed by rule 99. 

Extra trains must clear the time of regular trains — — ■ 
minutes unless otherwise provided, and will be governed 
by train orders with respect to opposing extra trains. 

88. At a meeting point between trains of the same 
class the inferior train must clear the main track before 
the leaving time of the superior train. 

At meeting points between extra trains, the train in 
the inferior timetable direction must take the siding, un- 
less otherwise provided. 

Trains must pull into the siding when practicable; if 
necessary to back in, the train must first be protected as 
prescribed by Rule 99, unless otherwise provided. 

89. At meeting points between trains of different 
classes the inferior train must take the siding and clear 
the superior train at least five minutes and must pull into 
the siding when practicable. If necessary to back in, 
the train must first be protected as per Rule 99, unless 
otherwise provided. 

NOTE to Rules 88 and 89.— The Gommitteee rec- 
ommends that where greater clearance is necessary, Rule 
88 should require a clearance of FIVE minutes, and Rule 
No. 89 of TEN minutes. 

90. Trains must stop at schedule meeting stations, 
if the train to be met is of the same class, unless the switch 
is right and the track clear. When the expected train of 
the same class is not found at the schedule meeting sta- 
tion, the superior train must approach all sidings prepared 
to stop, until the expected train is met. 

Trains must stop clear of the switch used by the train 
to be met in going on the siding. 

91. Unless some form of block signals is used trains 



STATION AND TRAIN WORK 217 

in the same direction must keep at least five minutes 
apart, except in closing up at stations. 

NOTE to Rule 91. — The Committee recommends, that 
where greater clearance is necessary, Rule No. 91 should 
allow a clearance of TEN minutes or more. 

92. A train must not arrive at a station in advance 
of its schedule arriving time. 

A train must not leave a station in advance of its 
schedule leaving time. 

93. Within yard limits the main track may be used, 

protecting against class trains. class and 

extra trains must move within yard limits, prepared to 
stop unless the main track is seen or known to be clear. 

94. A train which overtakes another train so dis- 
abled that it cannot proceed, will pass it, if practicable, 
and if necessary will assume the schedule and take the 
train orders of the disabled train, proceed to the next 

open telegraph office, and there report to the . 

The disabled train will assume the schedule and take the 
train orders of the last train with which it has exchanged 
and will, when able, proceed to and report from the next 
open telegraph office. 

When a train, unable to proceed against the right or 
schedule of an opposing train, is overtaken between the 
telegraph stations by an inferior train or a train of the 
same class having right or schedule which permits it to 
proceed, the delayed train may, after proper consultation 
with the following train, precede it to the next telegraph 

station, where it must report to . When 

opposing trains are met under these circumstances it must 
be fully explained to them by the leading train that the 
expected train is following. 



218 RULES FOR MOVEMENT OF TRAINS 

95. Two or more sections may toe run on the same 
schedule. 

Each section has equal timetable authority. 
A train must not display signals for a following sec- 
tion without order from the — . 

96. When signals displayed for a section are taken 
down at any point before that section arrives, the con- 
ductor will, if there be no other provision, arrange in 
writing with* the operator, or if there be no operator, 
with the switchtender, or in the absence of both, with a 
flagman left there for the purpose, to notify all opposing 
inferior trains or trains of the same class leaving such 
point, that the section for which signals were displayed 
has not arrived. 

NOTE to Rule 96. — The Committee recommends, if 
a company desires to have all opposing trains notified, 
that the last sentence of Rule 96 be changed to read: 
'To notify all opposing trains that the section for which 
signals were displayed has not arrived." 

97. Extra trains must not be run without orders from 
the . 

98. Trains must approach the end of double track, 
junctions, railroad crossings at grade, and drawbridges, 
prepared to stop, unless the switches and signals are 
right and the track is clear. When required by law, 
trains must stop. 

99. When a train stops or is delayed, under circum- 
stances in which it may be overtaken by another train, 
the flagman must go back immediately with stop signals 
a sufficient distance to insure full protection. When re- 
called he may return to his train, first placing two tor- 
pedoes on the rail when the conditions require it. 



STATION AND TRAIN WORK 219 

The front of a train must be protected in the same way, 
when necessary, by the . 

ioo. When the flagman goes back to protect the rear 

of his train, the must, in the case of passenger 

trains, and the next brakeman in the case of other trains, 
take his place on the train. 

101. If a train should part while in motion, trainmen 
must, if possible, prevent damage to the detached portion. 
The signals prescribed by rules 12 (d) and 14 (f) must 
be given. 

The detached portion must not be moved or passed 
until the front portion comes back. 

102. When cars are pushed by an engine (except 
when shifting and making up trains in yards), a flagman 
must take a conspicuous position on the front of the lead- 
ing car. 

103. Messages or orders respecting the movement 
of trains or the condition of track or bridges must be in 
writing. 

104. Switches must be left in proper position after 
having been used. Conductors are responsible for the 
position of the switches used by them and their train- 
men, except where switchtenders are stationed. 

A switch must not be left open for a following train 
unless in charge of a trainman of such train. 

105. Both conductors and enginemen are responsible 
for the safety of their trains and, under conditions not 
provided for by the rules, must take every precaution for 
their protection. 

106. In all cases of doubt or uncertainty the safe 
course must be taken and no risks run. 



220 RULES FOR MOVEMENT OF TRAINS 

RULES FOR MOVEMENT BY TRAIN ORDERS. 

201. For movements not provided for by timetable, 

train orders will be issued by authority of the . 

They must contain neither information nor instructions 
not essential to such movements. 

They must be brief and clear ; in the prescribed forms 
when applicable ; and without erasure, alteration or inter- 
lineation. 

202. Each train order must be given in the same words 
to all persons and trains addressed. 

203. Train orders will be numbered consecutively 
each day, beginning with No. — at midnight. 

204. Train orders must be addressed to those who 
are to execute them, naming the place at which each is 
to receive his copy. Those for a train must be addressed 
to the conductor and engineman, and also to any one who 
acts as its pilot. A copy for each person addressed must 
be supplied by the operator. 

Orders addressed to operators restricting the move- 
ment of trains must be respected by conductors and en- 
ginemen the same as if addressed to them. 

205. Each train order must be written in full in a book 

provided for the purpose at the office of the ; 

and with it recorded the names of those who have signed 
for the order ; the time and the signals which show when 
and from what offices the order was repeated and the 
responses transmitted ; and the train dispatcher's initials. 
These records must be made at once, and never from 
memory or memoranda. 

206. Regular trains will be designated in train orders 
by their numbers, as "No. 10." or "2d No. io/' adding 
engine numbers if desired. 



STATION AND TRAIN WORK 221 

Extra trains will be designated by engine numbers and 
the direction as "extra 798 'East' or 'West'." Other 
numbers and time will be stated in figures only. 

207. To transmit a train order, the signal "31" or 
the signal "19" followed by the direction must be given 
to each office addressed, the number of copies being stated, 
if more or less than three — thus: "31 West copy 5," or 
"19 East copy 2." 

NOTE to Rule 207.— Where forms "31" and "19" are 
not both in use the signal may be omitted. 

208. (A.) A train order to be sent to two or more 
offices must be transmitted simultaneously to as many of 
them as practicable. The several addresses must be in 
order of superiority of trains, each office taking its proper 
address. When not sent simultaneously to all, the order 
must be sent first to the superior train. 

208. (B.) A train order to be sent to two or more 
offices must be transmitted simultaneously to as many of 
them as practicable. 

The several addresses must be in order of superior- 
ity of trains, and when practicable must include the 
operator at the meeting or waiting point, each office tak- 
ing its proper address. 

When not sent simultaneously to all, the order must 
be sent first to the superior train. 

Copies of the order addressed to the operator at the 
meeting or waiting point must be delivered to all trains 
affected until all have arrived from one direction. 

209. Operators receiving train orders must write them 
in manifold during transmission, and if they cannot at 
one writing make the requisite number of copies, must 
trace others from one of the copies first made. 

NOTE to Rule 209. — If the typewriter is used for 



222 RULES FOR MOVEMENT OF TRAINS 

copying train orders, when additional copies are made, 
the order must be repeated from such copies to the train 
dispatcher, and complete, given in the usual manner. 

210. When a "31" train order has been transmitted, 
operators must (unless otherwise directed) repeat it 
at once from the manifold copy in the succession in 
AVhich the several offices have been addressed, and then 
write the time of the repetition on the order. Each ope- 
rator receiving the order should observe whether the 
others repeat correctly. 

Those to whom the order is addressed, except engine- 
men, must then sign it, and the operator will send their 
signatures preceded by the number of the order to the 

. The response "complete," and the time, with 

the initials of the -, will then be given by the train 

dispatcher. Each operator receiving this response will 
then write on each copy the word "complete," the time, 
and his last name in full, and then deliver a copy to 
each person addressed, except enginemen. The copy 
for each engineman must be delivered to him personally 
by . 

NOTE to Rule 210. — The blanks in the above rule 
may be filed for each road to suit its own requirements. 
On roads where the signature of the engineman is de- 
sired, the words "except enginemen," and the last sen- 
tence in the second paragraph may be omitted. If pre- 
ferred, each person receiving an order may be required 
to read it aloud to the operator. 

211. When a "19" train order has been transmitted, 
operators must (unless otherwise directed) repeat it 
at once from the manifold copy, in the succession in 
which the several offices have been addressed. Each 
operator receiving the order should observe whether the 



STATION AND TRAIN WORK 223 

others repeat correctly. When the order has been re- 
peated correctly by an operator, the response "com- 
plete" and the time, with the initials of the •, 

will be given by the train dispatcher. The operator re- 
ceiving this response will then write on each copy the 
word "complete," the time, and his last name in full, and 
personally deliver a copy to each person addressed with- 
out taking his signature. 

But when delivery to engineman will take the operatof 
from the immediate vicinity of his office, the engineman's 
copy will be delivered by . 

When a "19" train order restricting the superiority of 
a train is issued for it at the point where such superiority 
is restricted, the train must be brought to a stop before 
delivery of the order. 

212. A train order may, when so directed by the 
train dispatcher, be acknowledged without repeating, by 

the operator responding: "X (number of train 

order) to (train number)," with the operator's 

initials and office signal. The operator must then write 
on the order his initials and the time. 

213. "Complete" must not be given to a train order 
for delivery to an inferior train until the order has been 
repeated or the "X" response sent by the operator who 
receives the order for the superior train. 

214. When a train order has been repeated or "X" 
response sent, and before "complete" has been given, the 
order must be treated as a holding order for the train 
addressed, but must not be otherwise acted on until 

I "complete" has been given. 

If the line fails before an office has repeated an order 
or has sent the "X" response, the order at that office 



224 RULES FOR MOVEMENT OF TRAINS 

is of no effect and must be there treated as if it had not 
been sent. 

215. The operator who receives and delivers a train 
order. must preserve the lowest copy. 

216. For train orders delivered by the train dis- 
patcher the requirements as to the record and delivery 
are the same as at other points. 

217. A train order to be delivered to a train at a 
point not a telegraph station, or at one at which the tele- 
graph office is closed, must be addressed to 

"C and E. (at ), care of — — — ." 

and forwarded and delivered by the conductor or 
other person in whose care it is addressed. When form 
31 is used "complete" will be given upon the signature 
of the person by whom the order is to be delivered, who 
must be supplied with copies for the conductor and th N e 
engineman addressed, and a copy upon which he shall 
take their signatures. This copy he must deliver to the 
first operator accessible, who must preserve it, and at 
once transmit the signatures of the conductor and en- 
gineman to the train dispatcher. 

Orders so delivered must be acted on as if "com- 
plete" had been given in the usual way. 

For orders which are sent, in the manner herein pro- 
vided, to a train the superiority of which is thereby re- 
stricted, "complete" must not be given to an inferior 
train until the signature of the conductor and engineman 
of the superior train have been sent the — — — . 

218. When a train is named in a train order by its 
schedule number alone, all sections of that schedule are 
included, and each must have copies delivered to it. 

219. Unless otherwise directed, an operator must not 
repeat or give the "X" response to a train order for a 



STATION AND TRAIN WORK 225 

train which has been cleared or of which the engine has 
passed his train-order signal, until he has obtained the 
signatures of the conductor and engineman to the order. 

220. Train orders once in effect continue so until ful- 
filled, superseded or annulled. Any part of an order 
specifying a particular movement may be either super- 
seded or annulled. 

Orders held by or issued for, or any part of an order 
relating to, a regular train, become void when such train 
loses both right and schedule as prescribed by rules 4 
and 82, or is annulled. 

221. (A). A fixed signal must be used at each 
train-order office, which shall indicate "stop" when there 
is an operator on duty, except when changed to "pro- 
ceed'' .to allow a train to pass after getting train orders, 
or for which there are no orders. A train must not pass 
the signal while "stop" is indicated. The signal must be 
returned to "stop" as soon as a train has passed. It must 
be fastened at "proceed" only when no operator is on 
duty. 

Operators must have the proper appliances for hand 
signaling ready for immediate use if the fixed signal 
should fail to work properly. If a signal is not displayed 
at a night office, trains which have not been notified 
must stop and ascertain the cause and report the facts 
to the from the next open telegraph office. 

Where the semaphore is used, the arm indicates "stop" 
when horizontal, and "proceed" when in an inclined posi- 
tion. 

NOTE to Rule 221 A. — The conditions which affect 
trains at stations vary so much that it is recommended 
each road adopt such regulations supplementary to this 
rule as may best suit its own requirements. 



226 RULES FOR MOVEMENT OF TRAINS 

221 (B). A fixed signal must be used at each train- 
order office, which shall indicate "stop" when trains are 
to be stopped for train orders. When there are no orders 
the signal must indicate "proceed." 

When an operator receives the signal "31" or "19," 
followed by the direction, he must immediately display the 
"stop signal" for the direction indicated and then reply 
"stop displayed," adding the direction; and until the or- 
ders have been delivered or annulled the signal must not 
be restored to "proceed." While stop is indicated, trains 
must not proceed without a clearance card (Form — 
"A"). 

Operators must have the proper appliances for hand 
signaling ready for immediate use if the fixed signal 
should fail to work properly. If a signal is not dis- 
played at a night office, trains which have not been noti- 
fied must stop and ascertain! the cause, and report the 

facts to the from the next open telegraph office. 

Where the semaphore is used, the arm indicates "stop" 
when horizontal, and "proceed" when in an inclined posi- 
tion. 

NOTES to Rules 221 A and 221 B.— The Commit- 
tee has recommended two forms of Rule 221, leaving it 
discretionary to adopt one or both of these forms accord- 
ing to the circumstances of the traffic. 

222. Operators will promptly record and report to 

the the time of departure of all trains and the 

direction of extra trains. They will record the time of 
arrival of trains and report it when so directed. 

223. The following signs and abbreviations may be 
used : 

Initials for signature of the — . 



STATION AND TRAIN WORK 227 

Such office and other signals as are arranged by the 



C. & E. — For Conductor and Engineman. 

X — Train will be held until order is made "complete." 

Com. — For Complete. 

O. S. — Train Report. 

No. — For Number. 

Eng. — For Engine. 

Sec. — Per Section. 

Psgr. — For Passenger. 

Frt. — For Freight. 

Mins. — For Minutes. 

Jet. — For Junction. 

Dispr. — For Train Dispatcher. 

Opr. — For Operator. 

31 or 19 — To clear the line for Train Orders, and for 
operators to ask for Train Orders. 

S. D.— For "Stop Displayed." 

The usual abbreviations for the names of the months 
and stations. 

General Note. — Blanks in the rules may be filled by 
each road to fill its own organization or requirements. 



FORMS OF TRAIN ORDERS. 

FORM A. FIXING MEETING POINTS FOR 
OPPOSING TRAINS. 



(i.) — meet at — , 

(2.) meet at at 



(and so on). 



* 



EXAMPLES. 



(1.) No. i meet No. 2 at "B." 

No. 3 meet 2d No. 4 at "B." 
No. 5 meet Extra 95 East at "B." 
Extra 652 North meet Extra 231 South at "B." 
(2.) No. 2 and 2d No. 4 meet Nos. 1 and 3 at "C' 
and Extra 95 West at "D." 
No. 1 meet No. 2 at "B" 2d No. 4 at "C" and 
Extra 95 East at "D." 
Trains receiving these orders will run with respect to 
each other to the designated points and there meet in the 
manner provided by the Rules. 

FORM B. DIRECTING A TRAIN TO PASS OR 
RUN AHEAD OF ANOTHER TRAIN. 

(1.) ■ pass at . 

(2.) — pass — when overtaken. 

(3-) run ahead of to . 

(4.) run ahead of until over- 
taken. 

(5-) P ass a t — 9 an d run ahead of 

to . 

228 



STATION AND TRAIN WORK 229 

EXAMPLES. 

(i.) No. i pass No. 3 at "K." 

(2.) No. 6 pass No. 4 when overtaken. 

(3.) Extra 594 East run ahead of No. 6 "M"' to "B." 

(4.) Extra 95 West run ahead of No. 3 "B" until over- 
taken. 

(5.) No. 1 pass No. 3 at "K" and run ahead of No. 
7 "M" to "Z." 

When under (1), a train to pass another, both trains 
will run according to rule to the designated point, and 
there arrange for the rear train to pass promptly. 

Under (2) both trains will run according to rule until 
the second-named train is overtaken, and then arrange 
for the rear train to pass promptly. 

Under (3) the second-named train must not exceed 
the speed of the first-named train between the points 
designated. 

Under (4) the first-named train will run ahead of the 
second-named train from the designated station until 
overtaken, and then arrange for the rear train to pass 
promptly. When an inferior train receives an order to 
pass a superior train, right is conferred to run ahead of 
the train passed, from the designated point. 

FORM C. GIVING . J^HT TO A TRAIN OVER 
AN OPPOSING TRAIN. 

— has right over to . 

EXAMPLES. 

(1.) No. 1 has right over No. 2 "G" to "X." 
(2.) Extra 37 East has right over No. 3 "F" to "A." 
This order gives right to the train first named over 
the other train between the points named. 



230 RULES FOR MOVEMENT OF TRAINS 

If the trains meet at either of the designated points, 
the first-named train must take the siding, unless the 
order otherwise prescribes. 

Under (i), if the second-named train reaches the 
point last named before the other arrives, it may pro- 
ceed, keeping clear of the opposing train as many min- 
utes as such train was before required to clear it under 
the Rules. 

Under (2) the regular train must not go beyond the 
point last named until the extra train has arrived, unless 
directed by train order to do so. 

FORM E. TIME ORDER. 

(1.) — run late — — — to . 

(2.) run late to and 

late to etc. 



(3-) wa ^ at until for 

(4.) - wait at until 



until 
until 



EXAMPLES. 

(1.) No. I run 20 min. late "A" to "G." 
(2.) No. 1 run 20 min. late "A" to "G," and 15 min. 
late "G" to "K," etc. 

(3.) No. 1 wait at "H" until 10:00 a. m. for No. 2. 
(4.) Nos. 1 and 3 wait at "N" until 10:00 a. m. 

"P" until 10:30 a. m. 

"R" until 10:55 a. m. 

Etc. 

(1) and (2) make the schedule time of the train 

named, between the points mentioned, as much later as 



STATION AND TRAIN WORK 231 

stated in the order, and any other train receiving the 
order is required to run with respect to this later time, 
as before required to run with respect to the regular 
schedule time. The time in the order should be such 
as can be easily added to the schedule time. 

Under (3) the train first named must not pass the 
designated point before the time given, unless the other 
train has arrived. The train last named is required to 
run with respect to the time specified at the designated 
point or any intermediate station where schedule time 
is earlier than time specified in the order, as before, 
required to run with respect to the schedule time of the 
train first named. 

Under (4) the train (or trains) named must not pass 
the designated points before the times given. Other 
trains receiving the order are required to run with re- 
spect to the time specified at the designated points or 
any intermediate station where schedule time is earlier 
than the time specified in the order as before required to 
run with respect to the schedule time of the train or 
trains named. 

All of these examples may be used in connection with 
an extra train under example (3) of form G, and the 
times at each point stated in the example have the same 
meaning as "schedule times" in the foregoing example. 

FORM F. FOR SECTIONS. 
(1.) display signals and run as 



to 



(2.) run as to 

(3.) display signals to - for 



232 RULES FOR MOVEMENT OF TRAINS 

(6.) is withdrawn as at — 



(7.) — i instead of — — — display signals and run 

as to 

(8.) — — — take down signals at — 



(9.) and reverse position as 

and — to 

EXAMPLES. 

(1.) Eng. 20 will display signals and run as 1st No. 1 
A to Z. 

(2.) Eng. 25 run as 2d No. 1 A to Z. 

(3.) No. 1 display signals A to G for Eng. 65. 2d No. 
1 display signals B to E for Eng. pp. 

These examples may be modified as follows : 

(4.) Engs. 20, 25 and pp run as ist, 2d and 3d No. 1 
A to Z. 

Example (1) is to be used when the number of the 
engine for which signals are displayed is unknown, and 
is to be followed by example (2), both being single 
order examples. 

Under examples (2) and (3) the engine named will 
not display signals. 

Under (4) the engine last named .will not display sig- 
nals. 

FOR CHANGING SECTIONS. 

To add an intermediate section the following modifica- 
tion of example ( 1 ) will be used. 

(5.) Eng. 5*5 display signals and run as 2d No. 1 N 
to Z. Following sections change numbers accordingly. 

Und^r (5) Eng. 85 will display signals and run as 
directed, and following sections will take the next higher 
number. 



STATION AND TRAIN WORK 233 

To drop an intermediate section the following example 
will be used : 

(6) Eng. #5 is withdrawn as 2d No. 1 at H. Follow- 
ing sections change numbers accordmgly. 

Under (6) Eng. 85 will drop out at £L, and following 
sections will take the next lower number. 

To substitute one engine for another on a section, the 
following will be used : 

(7.} Eng. 18 instead of Eng. #5 display signals, and 
run as 2d No. 1 R to Z. 

Under (7) Eng. 85 will drop out at R, and Eng. 18 
will run as directed. 

If Eng. 85 is last section, the words "display signals 
and" will be omitted. Following sections need not be 
addressed. 

To discontinue the display of signals the following 
example will be used : 

(8.) 2d A r o. 1 take down signals at D. 

Under (8) 2d No. 1 will take down signals as- directed, 
and a following section must not proceed beyond the 
point named. 

To pass one section by another, the following will be 
used : 

(9.) Engs. pp and 25 reverse positions as 2d and 3d 
No. 1 H to Z. - 

Under (9) Eng. 99 will run ahead of Eng. 85 to Z, 
and, if necessary, both engines will arrange signals ac- 
cordingly. Following sections, if any, need not be ad- 
dressed. 

The character of a train for which signals are dis- 
played must be stated. Each section affected by the 
order must have copies and must arrange signals accord- 
ingly. 



234 • RULES FOR MOVEMENT OF TRAINS 

To annul a section for which signals have been dis- 
played over a division or any part thereof, when no train 
is to follow the signals, form K must be used. 



FORM G. EXTRA TRAINS. 

(i.) Eng. run extra to 

(2.) Eng. — run extra — to • and 

return to 

EXAMPLES. 

(1.) Eng. 99 run extra "A" to "F." 

(2.) Eng. 99 run extra "A" to "F" and return to "C." 

Under (2) the extra must go to "F" before returning 
to "C." 

(3.) Eng. — run extra leaving on 

as follows with right over all trains : 
Leave . 



Arrive . 

EXAMPLE. 

(3.) Eng. J J run extra leaving "A" on Thursday, Feb. 
17th, as follows, with right over all trains: 

Leave "A" 11 130 p. m. 

Leave "C 12:25 a.m. 

Leave "E" 1 147 a. hi. 

Arrive "F" 2 122 a. m 

This order may be varied by specifying the kind of 
extra and the particular trains over which the extra shall 
or shall not have right. Trains over which the extra is 

thus given right must clear the time of the extra 

minutes. 



STATION AND TRAIN WORK 235 

FORM H. WORK EXTRA. 

(i.) works until — between 

and . 

EXAMPLE. 

(i.) Eng. 292 works 7 a. m. to 6 p. m. between D and 
E. 

Under (1) the work extra must, whether standing or 
moving, protect itself against extras within the working 
limits in both directions, as prescribed by rule. The time 
of regular trains must be cleared. 

This may be modified by adding: 

(2.) Not protecting against (eastward) extras. 

(3.) Not protecting against extras. 

Under (2) the work extra will protect only against 
(westward) extras. The time of regular trains must be 
cleared. 

Under (3) protection against extras is not required. 
The time of regular trains must be cleared. 

When a work extra has been instructed by order to 
not protect agaist extra trains, and afterwards it is de- 
sired to have it clear the track for (or protect itself after 
a certain hour against) a designated extra, an order may 
be given in the following form: 

(5.) Work extra 292 protects against No. 55 or ( — 
class trains) between D and E. 

Under (5) the work extra may work upon the time 
of the train or trains mentioned in the order, and must 
protect itself against such train or trains as prescribed 
by rule 99. The regular train or trains receiving the 
order will run expecting to find the work extra protect- 
ing itself. 



236 RULES FOR MOVEM,,, _,. JF TRAINS 

When a work extra is to be given exclusive right over 
all trains, the following form will be used : 

(6.) Work extra 292 has right over all trains between 
D and E 7 p. m. to 12 night. 

This gives the work extra the exclusive right between 
the points designated betwen the times named. 

Work extras must give way to all trains as promptly 
as practicable. 

Whenever extra trains are run over working limits, 
they must be given a copy of the order sent to the work 
extra. Should the working order instruct a work extra 
to not protect against extra trains in one or both direc- 
tions, extra trains must protect, as prescribed by rule 99, 
against the work extra; if the order indicates that the 
work extra is protecting itself against other trains, they 
will run expecting to find the work extra protecting 
itself. 

The working limits should be as short as practicable, 
to be changed as the progress of the work may require. 



FORM J. HOLDING ORDER. 
Hold- — 

EXAMPLES. 

Hold No. 2. 

Hold all (or — ward) trains. 

When a train has been so held, it must not proceed 
until the order to hold is annulled or an order given to 
the operator in the form : 

" . may go." 

These orders will be addressed to the operator and 
acknowledged in the usual manner, and will be delivered 
to conductors and enginemen of all trains affected. 



STATION AND TRAIN WORK 237 

Form J will only be used when necessary to hold 
trains until orders can be given, or in case of emergency. 

FORM K. ANNULLING A SCHEDULE OR A 

SECTION. 

(i.) of is annulled to . 

EXAMPLES. 

No. i of Feb. 29 is annulled "A" to "Z." 
2d No. 5 of Feb. 29th is annulled "E" to "G." 
The schedule or section annulled becomes void between 
the points named and cannot be restored. 

FORM L. ANNULLING AN ORDER. 
"Order No. — is annulled." 

EXAMPLE. 

"Order No. 10 is annulled!' 

If an order which is to be annulled has not been deliv- 
ered to a train, the annulling order will be addressed to 
the operator, who will destroy all copies of the order 
annulled but his own, and write on that : 

"Annulled by Order No. ." 

An order that has been annulled must not be reissued 
under its original number. 

FORM M. ANNULLING PART OF AN ORDER. 

That part of Order No. reading , is an- 
nulled. 

EXAMPLE. 

That part of Order No. 10 reading No. 1 meet No, 2 
at "S" is annulled. 



238 RULES FOR MOVEMENT OF TRAINS 

FORM P. SUSPENDING AN ORDER OR 
PART OF AN ORDER. 

This order will be given by adding to prescribed forms 
the words "instead of ." 

(i.) meet at instead of . 

(2.) has right over to 

instead of . 

(3-) display signals for to 

1 instead of . 



EXAMPLES. 

(1) No. I meet No. 2 at "C" instead of "B." 

(2) No. 1 has right over No. 2 "G" to "R" instead of 

"xr 

(3) No. 1 display signals for Eng. 85 "A" to "Z" 
instead of "G" 

An order that has been superseded must not be reis- 
sued under its original number. 

RULES FOR DOUBLE TRACK. 

Note — The rules which are marked "No Change," are 
the same as the rules of corresponding number for single 
track, and to save room they have not been repeated here. 

STANDARD TIME. 

Rules 1, 2 and 3 same as for single track. 

TIME-TABLES. 

Rule 4 same as for single track. 

D — 5. Not more than two times are given for a train 
at any station, where one is given, it is, unless otherwise 



STATION AND TRAIN WORK 239 

indicated, the leaving time ; where two, they are the ar- 
riving and leaving time. 

Unless otherwise indicated, the time applies to the 
switch where an inferior train enters the siding; where 
there is no siding it applies to the place from which 
fixed signals are operated ; where there is neither siding 
nor fixed signal, it applies to the place where traffic is 
received or discharged. 

Schedule passing stations are indicated by figures in 
full-faced type. 

Both the arriving and leaving time of a train are in 
full-faced type when both are passing times, or when 
one or more trains are to pass it between those times. 

When trains are to be passed at a siding extending be- 
tween two adjoining stations, the time at each end of the 
siding will be shown in full-faced type. 

Where there are one or more trains to pass a train be- 
tween two times, attention is called to it by . 

Rule 6. Same as single track. 

SIGNAL RULES. 

Rules 7, 8, 9, 10, n, 12 and 13. Same as for single 
track. 

The indication for D — 14 (k) is changed to read to 
call the attention of yard engines of trains moving in 
the same direction to signals displayed for a following 
section. 

Rules 15 and 16. Same as for single track. 

TRAIN SIGNALS. 

D — 17. The headlight will be displayed to the front of 
every train by night, but must be concealed when a train 



240 RULES FOR MOVEMENT OF TRAINS 

is standing to meet trains at the end of double track or 
at junction points. 

Rule 18. Same as for single track. 

D— ^19. The following signals will be displayed, one on 
each side of the rear of every train, as markers, to indi- 
cate the rear of the train: By day, green flags; by night, 
green lights to the front and side and red lights to the 
rear, except when the train is clear of the main track, 
when green lights must be displayed to the front, side 
and rear, and except when a train is turned out against 
the current of traffic, when green lights must be dis- 
played to the front and side and/ to the rear, a green light 
toward the inside and a red light to the opposite side. 

Rules 20, 21, 22, 23, 24, 25 and 26. Same as for single 
track. 

USE OF SIGNALS. 

Rules 27, 28, 29, 30, 31, 32 and 33. Same as for single 
track, 

SUPERIORITY OF TRAINS. 

D — 71. A train is superior to another train by right, 
class or direction. 

Right is conferred by train order; class and direction 
by time-table. 

Right is superior to class or direction. 

D — J2. Trains of the first classes are superior to 
those of the second ; trains of the second class are supe- 
rior to those of the third ; and so on. 

Rule 73. Same as for single track. 



STATION AND TRAIN WORK 241 

MOVEMENT OF TRAINS. 

Rule 82. Same as for single track. 

D — #J. A train must not leave its initial station on 
any division (or sub-division) or a junction, until it has 
been ascertained whether all superior trains due have 
left. 

Rule 84. Same as for single track. 

D — 85. When a train of one schedule is on the time of 
another schedule of the same class it will proceed on its 
own schedule. 

Trains of one schedule may pass trains of another 
schedule of the same class. 

A section may pass and run ahead of another section 
of the same schedule, first exchanging orders, signals and 
numbers with the section to be passed. Extras may pass 
and run ahead of extras. 

D — 86. An inferior train must clear the time of a 
superior train not less than five minutes ; but must be 
clear at the time a first-class train in the same direction 
is due to leave the next station in the rear where time is 
shown. Extra trains must clear the time of regular 
trains — minutes unless otherwise provided. 

Rules 87, 88, 89 and 90 omitted. Not applicable to 
double track. 

D — pi. Unless some form of block signals is used, 
trains must keep at least five minutes apart, except in 
closing up at stations. 

NOTE to Rule D 1 — 91. The Committee recommends 
that where greater clearance is necessary, Rule D — 91 
should allow for a iclearance of ten minutes or more. 

Rule 92. Same as for single track. 

D — 93. Within yard limits the main tracks may be 



242 RULES FOR MOVEMENT OF TRAINS 

used, protecting against class trains, class 

and extra trains-must move within yard limits prepared 
to stop unless the main track is seen or known to be 
clear. 

D — 94. A train which overtakes a superior train so 
disabled that it cannot proceed, will pass it, if practicable, 
and, if necessary, will assume the schedule and take the 
train orders of the disabled train, proceed to the next 

open telegraph office, and there report to the — . 

The disabled train will assume the schedule and take the 
train orders of the last train with which it has exchanged, 
and will, when able, proceed to and report from the next 
open telegraph office. 

D — 95. Two or more sections may be run on the 
same schedule. 

Each section has equal time-table authority. A train 
must not display signals for a following section, except 
as prescribed by Rule D — 85, without orders from the 



Rule 96 omitted. Not applicable to double track. 

D — 9J. Extra trains must not be run without orders 
from the . 

Work extras must move with the current of traffic 
unless otherwise directed. 

Rules 98, 99 and 100. Same as for single track. 

D — 101. If a train should part while in motion, train- 
men must, if possible, prevent damage to the detached 
portions. The signals prescribed in Rules 12 — D and 
14 — F must be given. 

The detached portion must not be moved or passed 
until the front portion comes back. 

The enginemen and trainmen of the front portion 
must give the train-parted signal to trains running on 



STATION AND TRAIN WORK 243 

the opposite track. A train receiving this signal, or being 
otherwise notified that a train on the opposite track has 
parted, must immediately reduce speed and proceed with 
caution until the separated train is passed. 

When a train is disabled so it may obstruct the oppo- 
site track, trains on that track must be stopped. 

Rules 102, 103, 104, 105 and 106. Same as for single 
track. 

D — 151. Trains must keep to the , unless 

otherwise provided. 

D — 152. When a train crosses over to, or obstructs, 
the other track, unless otherwise provided, it must first 
be protected as prescribed by Rule 99 in both directions 
on that track. 

D — 155. Trains must use caution in passing a train 
receiving or discharging passengers at a station, and 
must not pass between it and the platform at which the 
passengers are being received or discharged. 



RULES FOR MOVEMENT BY TRAIN ORDERS. 

Rules 201, 202, 203, 204, 205, 206 and 207. Same as 
for single track. 

D — 208. A train order to be sent to two or more 
offices must be transmitted simultaneously to as many of 
them as practicable. The several addresses must be in 
the order of superiority of trains, each office taking its 
proper address. When not sent simultaneously to all, the 
order must be sent first to the superior train. 

Rules 209 to 223 inclusive. Same as for single track. 



244 RULES FOR MOVEMENT OF TRAINS 

FORMS OF TRAIN ORDERS. 

Form A— Omitted. Not applicable. 
Form Bi — Same as for single track. 
Form C — Omitted. Not applicable, 

D— FORM E. 

This form is the same as for single track, except that 
example 3 and the note to example 3 are omitted. 

D— FORM F. 

This form is the same as for single track, except that 
example 9 and note are omitted. 
Form G. Same as for single track. 

D— FORM H.— WORK EXTRA. 



Eng. works on track to 

between and . 



EXAMPLE. 

Eng. 292 works on eastward track (or on both tracks) 
7 a. m. to 6 p. m. between "D" and "E! y 

Under (1) the work extra must, whether standing or 
moving, protect itself within the working limits against 
extras moving with the current of traffic on the track or 
tracks named, as prescribed by Rule 99. The time of 
regular trains must be cleared. 

This form may be modified by adding: 

(2.) Not protecting against extras. 



STATION AND TRAIN WORK 245 

Under (2) protection against extra trains is not re- 
quired. The time of regular trains must be cleared. 

To enable a work train to work upon the time of a 
regular train, the following form may be used: 

(3.) Work extra 292 protects against No. 55 (or - — — ■ 
class trains) between "D" and "E." 

Under (3) the work extra may work upon the time of 
the train (or trains) mentioned in the order, and must 
protect against such train (or trains) as prescribed by 
Rule 99. 

The regular train or trains receiving the order will 
run expecting to find the work extra protecting itself. 

When it is desired to move a train against the cur- 
rent of traffic over the working limits, provision must be 
made for the protection of such movement. 

When a work extra is to be given exclusive right over 
all trains, the following form will be used : 

(4.) Work extra has right over all trains on 

track between and m to 

m. 

EXAMPLE. 

(4.) Work extra 2J$ has right over all trains on east- 
ward and westward tracks between "G" and "H" 7 p. 
m. to 12 night. 

This gives the work extra the exclusive right to the 
track (or tracks) mentioned, between the points desig- 
nated, between the times named. 

Work extras must give way to all trains as promptly as 
practicable. Working limits should be as short as practi- 
cable ; to be changed as the progress of the work may re- 
quire. 

Forms J. K, and L. Same as for single track. 



246 RULES FOR MOVEMENT OF TRAINS 

D— FORM M— ANNULLING PART OF AN 
ORDER. 

That part of order No. — reading is an- 
nulled. 

EXAMPLE. 

That part of order No. 10 reading Extra 263 West pass 
No. 1 at "S" is annulled. 

D— FORM P. SUPERSEDING AN ORDER OR 
PART OF AN ORDER. 

This order will be given by adding to the prescribed 
forms the words "instead of ." 

(1.) pass at instead of — . 

(2.) -— display signals for to 

instead of . 



EXAMPLES. 

(1.) No. 1 pass No. 3 at "C" instead of "B." 
(2.) No. 1 display signals for Eng. 85 "A" to "Z" 
instead of "G." 

An order which has been superseded must not be reis- 
sued under its original number. 

D— FORM R. PROVIDING FOR A MOVEMENT 
AGAINST THE CURRENT OF TRAFFIC. 

(1.) has right over on track 

to — . 






(1.) No. 1 has right over opposing trains on No. 2 (or 
eastward) track "C" to "F." 

A train must not be moved against the current of traffic 



STATION AND TRAIN WORK 247 

until the track on which it is to run has been cleared of 
opposing trains. 

Under this order the designated train must use the 
track specified between the points named, and has right 
over opposing trains on that track between those points. 
Opposing trains must not leave the point last named 
until the designated train arrives. 

An inferior train between the points named moving 
with the current of traffic in the same direction as the 
designated train must receive a copy of the order, and 
may then proceed on its schedule, or right. 

This order may be modified as follows : 

(2.) After arrives at , has right 

over opposing trains on track to . 

EXAMPLE. 

After No. 4 arrives at "C No. 1 has right over op- 
posing trains on No. 2 (or eastward) track (( C" to "F." 

Under (2) the train to be moved against the current of 
traffic must not leave the first named point until the ar- 
rival of the first-named train. 

D— FORM S. PROVIDING FOR THE USE OF A 

SECTION OF DOUBLE TRACK AS 

SINGLE TRACK. 



track will be used as single track between 



and 



If it is desired to limit the time for such use, add 
(from — — until .) 



EXAMPLE. 



No. 1 (or westward) track will be used as single track 
•between "F" and "G." 



248 RULES FOR MOVEMENT OF TRAINS 

Adding if desired: 

From 1:00 p. m. until 3:00 p. m. 

Under this order, all trains must use the track specified 
between the points named, and will be governed by rules 
for single track. 

Trains running against the current of traffic on the 
track named must be clear of the track at the expiration 
of the time named, or protected as prescribed by Rule 99. 



RULES REGULATING MOVEMENT OF TRAINS 

AGAINST THE CURRENT OF TRAFFIC ON 

DOUBLE TRACK BY 

MEANS OF BLOCK SIGNALS. 

NOTE. — Roads operating under these Rules must pro- 
vide proper signals to control the approach and move- 
ment of trains. 

1. On portions of the road so specified on the time- 
table, trains will run against the current of traffic by 
block signals, whose indications will supersede timetable 
superiority and will take the place of train orders. 

2. The movement of trains will be supervised by the 
* who will issue instructions to signalmen. 

3. A train must not cross over, except provided in 
Rule j~ without authority from the f. 

4. Except as affected by these rules, all block signal 
and train rules remain in force. 



* Superintendent or train dispatcher. 
fTrain dispatcher or signalman. 



STATION AND TRAIN WORK 249 

RULES GOVERNING THE MOVEMENT OF 
TRAINS WITH THE CURRENT OF TRAF- 
FIC ON DOUBLE TRACK BY MEANS 
OF BLOCK SIGNALS. 

ADOPTED OCT. 28, I903. 

1. On portions of the road so specified on the time- 
table, trains will run with the current of traffic by block 
signals whose indications will supersede time-table supe- 
riority. 

2. The movement of trains will be supervised by the 

*, who will issue instructions to signalmen when 

required. 

3. A train having work to do which may detain it more 

than minutes, must obtain permission from the 

signalman at the last station at which there is a siding, 
before entering the block in which work is to be done. 
The signalman must obtain authority to give this per- 
mission from .* 

4. Except as afifected by these rules, all block signal 
and train rules remain in force. 



^Superintendent or Train Dispatcher. 



TRAINMEN'S EXAMINATION 

A COMPLETE SERIES OF 

QUESTIONS AND ANSWERS 

COVERING THE 

STANDARD CODE OF RULES 



NOTE TO STUDENTS— The letter or number (in parenthesis) 
at the end of each question, refers to the particular Standard 
Code rule on which the question and answer is based. 



GENERAL RULES. 

Question I. — Have you studied the book of rules of 
this company? (based on the Standard Code)? (A). 

Answer. — Yes, I have. 

Question 2. — Do you clearly understand the rules 
and instructions in so far as they apply to your own 
duties? (B). 

Answer. — I do. 

Question 3. — In case you are in doubt as to the exact 
meaning of any rule or special instruction, what are you 
to do? (B). 

Answer. — Ask superior officer to explain it. 

Question 4. — Are you aware that all trainmen must 
pass the prescribed examinations? (C). 

Answer. — I am. 

Question 5. — Are there any employees on a train who 

250 



STATION AND TRAIN WORK 251 

are not governed by the rules and special instructions? 
(D). 

Answer. — No. All employees on trains, no matter 
what kind of service they are engaged in, are subject 
to the rules and special instructions. 

Question 6. — What is it your duty to do in carrying 
out the rules and special instructions? (E). 

Answer. — To render every assistance in my power by 
carrying them out faithfully, and thus promoting the 
efficiency of the service. 

Question 7. — In case you know of any violation of a 
rule or special instruction by a fellow employee, what 
are you expected to do? (F). 

Answer. — Report it to proper officer. 

Question 8. — Do you understand that employees are 
absolutely forbidden to use intoxicants while on duty? 
(G). 

Answer. — Yes. 

Question 8A. — Do you understand that to use intoxi- 
cants, or to frequent places where they are sold, may be 
considered sufficient cause for dismissal? (G). 

Answer. — Yes. 

Question 9. — Are employees allowed to use tobacco 
while on duty in or about passenger stations or on pas- 
senger cars? (H). 

Answer. — No. 

Question 10. — Are employees allowed on duty with- 
out badges or uniforms? (J). 

Answer. — No. 

Question 10A. — Do you understand that employees on 
duty must keep themselves neat in personal appearance? 

(j). 

Answer. — Yes. 



252 RULES FOR MOVEMENT OF TRAINS 

Question 11. — Is disorderly conduct, or conduct that 
may give annoyance to patrons, allowed on the part of 
anyone at stations or on trains? (K). 

Answer. — No. 

Question 12. — What are employees expected to do in 
case of danger to any property of the company? (L). 

Answer. — They should make a united effort to protect 
it. 

Note: — Students should be thoroughly informed con- 
cerning the proper use of technical terms and definitions 
as explained in the Standard Code, before attempting to 
pass an examination on train rules. 

RULES FOR SINGLE TRACK. 
STANDARD TIME. 

Note. — -Under the Standard Code as amended, April, 
1906, not only conductors and enginemen, but also such 
other classes of employees as the company may wish to 
specify, are required to have their watches inspected, and 
to keep standard time. 

Question 13. — Where is standard time obtained from? 

(1). 

In answering this question the student will designate 
the particular office which sends the telegraphic time sig- 
nal daily over the portion of the system on which he is 
employed. 

Question 14. — At what time each day is the time sig- 
nal received? (1). 

Student will here state the exact hour at which the time 
signal is sent each day over the company's telegraph, lines. 

Question 15. — What conditions are laid down as to the 
watches used by conductors, enginemen, etc.? (2). 



STATION AND TRAIN WORK 253 

Answer. — Only watches that have been examined and 
certified to by a designated inspector, shall be used. 

Question 16. — How often must a watch certificate be 
renewed, and with whom must it be filed? (2). 

Answer. — How long certificates hold good, and the offi- 
cer who keeps them on file, are discretionary with the 
company, and are covered in special instructions to em- 
ployees. The usual term is six months, and files are 
kept in the superintendent's office. Student will answer 
according to his special instructions. 

Question 17. — How great a variation is allowed in 
watches? (2). 

Answer. — They must not run ahead or behind, more 
than 30 seconds a week. 

Question 18. — What clocks may be used in comparing 
time? (3). * 

Answer. — Only those designated as "Standard Clocks." 

Question 19. — How often must watches be compared 
, with standard time? (3). 

Answer. — Before starting on each trip. 

Question 19a. — After comparing watch with standard 
timepiece, what should at once be done? (3). 

Answer. — Enter time when comparison was made, on 
; registry form prescribed for the purpose. 

Question 20. — In case no standard clock is accessible, 
how are conductors and enginemen to obtain the time? 

: (3). 

Answer. — From other conductors or enginemen who 
have registered ; from the superintendent ; or in some 
other way specified by the company. 



254 



RULES FOR MOVEMENT OF TRAINS 



+ FAST — SLOW ft. D. RAN DOWN 
St. STOPPED S. SET fc. REGULATED 


Date 
190 


Sec. 
Fast or 
Slow. 


Setor 
Regu'd 


Inspector fill out and 
sign with ink. 






















































































































This card must be presented to some one of 
the Company's Watch-Inspectors each week*, 
who will note the running of the watch. Pre- 

new one issued at the next inspection. 

A. Iv. HAMlAN, A. W. TRENHOI^M, 



CO 

> 
o 

O 

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r> 
m 



3* 



TIME TABLES. 

Question 21. — When does a new time table supercede 
an old one? (4). 

Answer. — From the moment it become effective. 

Question 22. — How should a train of the old time table 
wtiich has a corresponding number on the new time table 
proceed? (4). 

Answer. — When it corresponds in number, class, day 
of leaving, direction initial and terminal stations, it will 



STATION AND TRAIN WORK 255 

retain the corresponding number on the new time table. 

Question 23. — In the case of a train, the number of 
which does not correspond in number, class, day of leav- 
ing, direction, initial and terminal station, how should it 
proceed? (4). 

Answer. — Only by train order. 

Question 24. — In the case of a new schedule in a time 
table, when do they take effect? (4). 

Answer. — At the time for leaving the initial station on 
that division or subdivision. 

Question 25. — In what way is the date of a schedule 
arrived at? (4). , 

Answer. — By the time of leaving its initial station on 
that division or subdivision. 

Question 26. — Is it permissible for more than one 
schedule of the same number and date to be in force on 
any division or subdivision? (4). 

Answer. — It is not. 

Note. — The foregoing answers based on the Standard Code, 
Rule 4, have been framed in accordance with the sense of the 
ruling rather than in exact accordance with its wording. By 
carefully reading the rule, it will be clearly seen that without 
exception the schedules of a new time table take effect on any 
division or sub-division at the initial station and leaving time. 

Question 27. — How many times are specified on the 
time table at any station? (5). 
Answer. — Never more than two. 
Question 28. — When only one time is shown, what is 

it? (5)- 

Answer. — Always the leaving time. 

Question 29. — When two are shown what do they in- 
dicate? (5). 

Answer. — The arriving and the leaving time. 






256 RULES FOR MOVEMENT OF TRAINS 

Question 30. — At what particular place does the time 
at a station apply? (5). 

Answer. — It applies to a switch where an inferior train 
takes the siding unless otherwise indicated. If there is 
no siding it applies to the point from which fixed signals 
are operated. Should there be neither siding nor signals, 
it will then apply where traffic is received and discharged. 

Question 31. — In what manner are the meeting or pass- 
ing points shown in the schedule? (5). 

Answer. — The figures are usually printed in full face 
black type. 

Question 32. — If the arriving and leaving of a train 
are both shown in full face black type, what does it mean ? 

(5)- 

Answer. — That it is a meeting or passing point or that 
one or more trains are to be met between those times. 

Question 33. — If a train takes a siding between two 
adjoining telegraph offices, to be passed by one or more 
trains, how will the schedule show this? (5). 

Answer. — In full face black type and showing the time 
at each end of the siding. 

Question 34. — If one or more trains are to meet or pass 
a train between two times, how is attention called to it? 

(5). 

Answer. — 

Question (b). — If more than one train is to meet a 
train at any station, in what manner is attention called 

to it? (5). ' 
Answer. — 

Note. — With reference to the answers to the two questions 
immediately above, the Standard Code leaves the sign to the 
discretion of the respective Railway Companies. 



STATION AND TRAIN WORK 257 

Question 35. — In what manner are meal stops, flag 
stops and regular stops shown on the schedule? (6). 

Answer. — By a paragraph sign for meal stops ; by 
the letter "F" for flag stops and by the letter "S" for 
regular stops. 

Question 36. — When the letters "L" or "A" are shown 
in the schedule, what does it mean? (6). 

Answer. — "L" means Leave and "A" means Arrive. 



SIGNAL RULES. 

Question 37. — In the case of employees whose duty it 
is to give signals, state what appliances must be provided 
and when should they be ready for use? (7). 

Answer. — They should be provided with the proper 
appliances, placed so as to be ready for immediate use 
when necessary. 

Question 38. — State what signals are used by day and 
what signals are used at night? (8). 

Answer. — By day, flags of the prescribed color must be 
used and at night lamps of the prescribed color must be 
used. 

Question 39. — What is considered the length of time 
that night signals should be shown? (9). 

Answer. — From sunset to sunrise. 

Question 40. — In case of foggy weather or other un- 
usual conditions which obscure day signals, what should 
be done? (9). 

Answer. — In addition to the day signals, night signals 
should also* be used. 



258 RULES FOR MOVEMENT OF TRAINS 



VISIBLE SIGNALS. 
Question 41. — What does it signify when red is shown? 

(10). ;? 

Answer. — Danger; Stop. 

Question 42. — If white is shown what does it signify? 

(10). 

Answer. — Line clear ; proceed ; and other uses indi- 
cated in the rules. 

Question 43. — What does it signify when green is 
shown? (10). 

Answer. — Use caution ; proceed carefully ; and for other 
uses indicated in the rules. 

Note. — It should always be remembered that green is used 
for markers, for fusees, and is also carried in the front of an 
engine to indicate when a section of the same numbered train is 
following. The color of the signal indicating "Proceed" and 
"Caution" has been left to the discretion of each road by the 
Standard Code Committee. Sometimes green is used for proceed 
and on some roads green and red for caution, while others use 
yellow for caution and green for proceed. The original recom- 
mendation by the Committee on Train Rules of the American 
Railway Association specify white for proceed and green for 
caution, as indicated by the above two questions immediately 
preceding this note. 

Question 44. — What does it signify when green and 
white are shown together? (10). 

Answer. — Not a regular stop but one known as a flag 
stop for passengers or freight. 

Question 45. — If blue is shown, what does it signify? 

(10). 

Answer. — That cars must not be moved when thus pro- 
tected. # 






STATION AND TRAIN WORK 



*59 



Question 46. — When may a red fusee be passed when 
one is found burning? (n). 

Answer. — When it is completely burned out. 

Question 47. — What does it signify when a green fusee 
is shown burning? (12). 

Answer. — It is a signal of caution. 

Note. — To avoid the danger of fire care should be used when 
throwing fusees to see that they do not fall near wooden struc- 
tures. 



HAND, FLAG AND LAMP SIGNALS. 

Question 48. — When the hand, flag or lamp signals 
are swung across the track, what does it indicate? (12). 
Answer. — Stop ! 




STOP— Swung across the track. 



Question 49. — When raised and lowered vertically what 
is indicated? (12). 
Answer. — Proceed. 



260 



RULES FOR MOVEMENT OF TRAINS 



Question 50. — What signals should be given by hand, 
flag or lamp if a train is to back? (12). 

Answer. — They should be swung vertically in a circle 
at half arm's length across the track when train is stand- 
ing. 




PROCEED— Raised and lowered 
vertically. 




BACK— Swung vertically in a 
circle across the track. 



Question 51. — What signals should be given if a train 
has parted? (12). 

Answer.— Swung vertically in a circle at arm's length 
across the track while train is running. 

Question 52. — What signal should be given to apply 
the air brake? (12). 

Answer. — Swung horizontally in a circle while train is 
standing still. 



STATION AND TRAIN WORK 



261 



JL.v. \;i / \ 




TRAIN HAS PARTED— Swung vertically in a circle at arm's length 
across the track. 



APPLY AIR BAAKES- Swung hori- RELEASE AIR BRAKES— 

zontally in a circle, Held at arm's length above the head. 



262 RULES FOR MOVEMENT OF TRAINS 

Question" 53. — To release the air brake, what signal 
should be given? (12). 

Answer. — At arm's length above grade while train is 
standing still. 

Question 54. — When anyone on or near the track vio- 
lently waves any object, what is it considered a signal 
for? (13). 

Answer. — It is a signal to stop. 

Note. — The manner in which a signal should be obeyed is in- 
dicated by the speed at which it is given. When given rapidly, it 
indicates to move rapidly. When given slowly, it indicates to 
move slowly. 

AUDIBLE SIGNALS. 

Question 55. — To apply the brakes what signal is 
given? (14A). 

Answer. — One short blast of the whistle. 

Question 56. — To release the brakes, what signal is 
given? (14B). 

Answer. — Two long blasts of the whistle. 

Question 57. — When the engineer desires the flagman 
to go back and protect the rear of the train, what signal 
does' he give? (14C). 

Answer.- — One long and three short blasts of the 
whistle. 

Question 58. — When a flagman is called in from the 
south and west, what signal is given? (14D). 

Answer. — Four long blasts of the whistle. 

Question 59. — When the flagman is called in from the 
north and east, what signal is given? (14E). 

Answer. — Five long blasts of the whistle. 

Question 60. — When the engineman signals that the 
train is parted, what signal does he give? (14F). 



STATION AND TRAIN WORK 263 

Answer. — Three long blasts of the whistle. 

Question 61. — How often is the signal repeated? 

(i 4 f). 

Answer. — Until answered. 

Question 62. — When a signal is given that the train 
is parted, what signal does the engineman give in an- 
swer? (14F). 

Answer. — Three long blasts of the whistle. 

Question 63. — What signal should trainmen give in 
answer to a signal from the engineman that train has 
parted? (14F). 

Answer. — Hand, flag or lamp swung vertically in a 
circle at arm's length across the track. 

Question 64. — For answering signals not otherwise 
provided for, what signal does the engineman give? 

(i 4 g). 

Answer. — Two short blasts of the whistle. 

Note. — Enginemen are not required to answer fixed signals. 
All other signals given to stop a train either by hand, lamp, flag, 
fusees or torpedoes should be answered by two short blasts of 
the steam whistle. Three long blasts of the whistle should be 
used when answering a signal that the train has parted. 

Question 65. — When a train is standing, what is the 
signal to back? (14H). 

Answer. — Three short blasts of the whistle. 

Question 65A. — When train is running what is indi- 
cated by three sharp blasts of the whistle? (14H). 

Answer. — It is an answer tb the conductor's signal to 
stop at the next station. 

Question 66. — When an engineman wants to call for 
signals from switchmen, watchmen, trainmen and others, 
what signal does he give? (14J). 

Answer. — Four short blasts of the whistle. 



264 RULES FOR MOVEMENT OF TRAINS 

Question 67. — When crews of trains of the same or 
inferior class must have attention called to signals dis- 
played for following sections what signal is used? (14k). 

Answer. — One long and two short blasts of the whistle. 

Question 67a. — Is the attention of crews, yard engines 
and extra trains called to signals displayed for following 
sections by the same signal : viz., one long and two short 
blasts of the whistle? (14k). 

Answer. — Yes. 

Question 68. — At public grade crossings, what signal 
is given? (141). 

Answer. — Two long and two short blasts of the whistle. 

Note. — The American Railway Association failed to approve 
of a whistle signal for meeting point. Probably the middle order 
is the best way to protect the meeting point. 

Question 69. — For approaching stations, railroad cross- 
ings and junctions what is the signal? (14m). 

Answer. — One long blast of the whistle. 

Question 70.— When several short blasts of the whistle 
are given, what does it indicate? (14). 

Answer. — The warning or alarm for persons or cattle 
on the track and also for calling attention to danger ahead. 

Note. — In giving these signals correctly every care should be 
taken and prompt attention given to any infraction of these rules. 
Extraordinary precautions in giving whistle signals in stormy 
weather should be used and care exercised to make signals clear 
and distinct. 

Question 71. — What is indicated by the explosion of 
one torpedo? (15). 

Answer. — Come to a dead stop. 

Question 72. — What is indicated when two torpedoes 
explode not more than 200 feet apart? (15). 



STATION AND TRAIN WORK 265 

Answer. — Speed should be reduced and a sharp lookout 
kept for the stop signal. 

Note. — Care should be taken not to place torpedoes at cross- 
ings or stations where people are likely to pass them. For 
various reasons torpedoes should not be wholly depended upon 
to stop trains. 

AIR-WHISTLE OR BELL-CORD SIGNALS. 

Question 73. — When train is standing what is indicated 
by two blasts of the air-whistle? (16a). 

Answer. — Start. 

Question 74. — What is indicated when two blasts of 
air-whistle are given when train is running? (16b). 

Answer. — Stop. 

Question 75. — When train is standing and three blasts 
of air-whistle are given what does it indicate? (16c). 

Answer. — Back. 

Question 76. — When train is running and three blasts 
of air-whistle are given what does it indicate? (i6d). 

Answer. — Come to a stop at next station. 

Question JJ. — When train is standing and four blasts 
of air-whistle are given what does it indicate? (i6e). 

Answer. — Apply or release the brakes. 

Question 78. — When train is running and four blasts 
of air-whistle are given, what does it indicate? (i6f). 

Answer. — Reduce speed. 

Question 79. — When train is at a standstill what does 
five blasts of the air- whistle indicate? (i6g). 

Answer. — Call for the flagman to come in. 

Question 80. — When train is running and five blasts 



266 RULES FOR MOVEMENT OF TRAINS 

of the air-whistle are given, what does it indicate? (i6h). 
Answer. — Speed should be increased. 

Note. — When a stop is to be made at the next station, signals 
should be given as soon as possible after leaving previous station, 
to avoid the possibility of mistaking the engineman's answer for 
an answer to a flagman's signal. 

TRAIN SIGNALS. 

Question 81. — After sunset what signals should be pro- 
vided on front of a train? (17). 

Answer. — A head-light. 

Question 82. — When a train starts out to meet an- 
other and has stopped clear of main track, or is standing 
to meet train at the end of a double track or at junctions, 
what should be done to the head light? (17). 

Answer. — It should be covered. 

Question 82a. — Should the head light be covered before 
the train is clear and the switch right? (17). 

Answer. — No. 

Question 82b.- — Suppose there are two trains at a sta- 
tion for an opposing train and the second train is unable 
to clear on account of a too short siding, would they de- 
pend for protection on the head light on being streamed 
on the leading train? (17). 

Answer.-— They would not. In such a case a flagman 
should be immediately sent out by the second train to 
afford full protection. 

Question 82c. — Then where is the necessity of leaving 
the head light on the leading train uncovered? (17). 

Answer. — Because the train cannot properly be con- 
sidered clear of the main track while the main track 
switch remains open for the second train! Not until the 
switch is properly closed, may the head light be covered. 



STATION AND TRAIN WORK 267 

Question 82d. — Would not the head light of the leading 
engine be likely to have a blinding effect upon the eye 
sight of the engineer of the approaching train to such an 
extent that he would be unable to see the flagman from 
the train following. (17). 

Answer. — It would hardly interfere with his vision to the 
extent of preventing his seeing the flagman. The headlight is of 
itself an indication that the train is not clear, therefore the ap- 
proaching train ought to be moving with caution, fully prepared 
to stop at the switch. If the leading train had its headlight cov- 
ered the opposing train would approach at a much higher, rate of 
speed so that the flags from the following train might be much 
less effectual than the headlight on the leading train. 

Note. — At a meeting point where there are more trains than 
the siding will hold the headlight of the leading train should not 
be concealed. 

Question 83.— After sunset, what signals must the out 
engine display? (18). 

Answer. — Head light at front and rear or two white 
lights. 

Ouestion 84.— Should yard engines display markers? 

(18). 

Answer. — -No. 

Question 85. — What are markers? (19). 

Answer. — By day green flags ; by night a green light 
jto side and front and in the rear a red light. 

Ouestion 86. — Where are markers displayed? (19). 

Answer. — The rear % of a train. 

Question 87. — What do markers indicate ? (19). 

Answer. — The rear end of a train. 

Question 88. — Should a train meet or pass your train 
at a meeting or passing point without displaying mark- 
ers, what would you do? (19). 



268 RULES FOR MOVEMENT OF TRAINS 

Answer. — I would signal the passing train and remain 
in the clear until the rear portion of same train has 
passed because the absence of markers would indicate a 
train had parted. 

Question 89. — What change must be made in the mark- 
ers when a train is clear of the main track? (19). 

Answer. — At front, side and in the rear, green lights 
must be displayed. 

Question 90. — When must the signals be displayed 
again? (19). 

Answer. — After the train to be met has gone of 
passed. 

Question 91. — What signal must all sections of a train, 
except the last, display on the front of the engine when 
it is running in two or more sections? (20). 

Answer. — Two green flags during the day and at night 
two green lights in addition. 

Question 93. — When a train carries two white flags by 
day and at night two white lights in addition on the front 
of the engine what does it indicate? (21). 

Answer. — An extra train. 

Question 93a. — When should the white signals be re- 
moved from an extra train ? (21). 

Answer. — When it has reached the end of its run and 
is entirely clear of the main track. 

Question 94. — When two or more engines are coupled 
together and carrying signals, how must they be dis- 
played? (22), 

Answer. — On the leading engine only. 

Question 94a. — When two or more engines coupled 
together are running backward as a section of a train 
carrying signals for following section on which engine 



STATION AND TRAIN WORK 269 

will the display markers be placed, and on which engine 
the classification signals be shown? (22). 

Answer. — The classification signal must be displayed 
on the leading engine in the place provided for it near 
the head light. The display markers on the place pro- 
vided for them on the pilot of the rear engine. 

Note. — When two or more engines are coupled together the 
sounding of signals and operation of the air should be done by 
the engineer of the leading engine. When running as an extra, 
the number on the leading engine is applied to the extra and 
orders addressed to this train should be addressed to the leading 
train, because the train is identified by its number. Copies of all 
clearances and all train orders must be provided for the engine- 
man of each engine. 

Question 95. — How must one flag the light up ahead 
when displayed as a classification signal? (23). 

Answer. — In the same manner as if it were not dis- 
played. 

Question 96. — What must be displayed on the front 
of the leading car when cars are being pushed by an en- 
gine at night? (24). 

Answer. — A white light. 

Question 97. — Is there any exception to this rule ? (24) . 

Answer. — There is. It need not be done when switch- 
ing or making up trains in yards. 

Question 98. — In the case of a passenger train must 
each car have communication with the engine? (25). 

Answer. — Yes. 

Question 99. — For this purpose what appliance is used ? 

(25). 

Answer. — Air whistle signals or gong and cord. 

Question 100. — What must be done before coupling 
to, moving, or placing other cars in front of cars, engine, 



270 RULES FOR MOVEMENT OF TRAINS 

or train, when protected by a blue signal if shown on the 
end of the car, engine or train? (26). 

Answer. — It must be removed by the person who placed 
it there. 

Question 101 — Is it permissible to place other cars on 
the same track, thereby intercepting view of the blue 
signals. (26). 

Answer. — It is, provided the railroad men have first 
been notified. 

USE OF SIGNALS. 

Question 102. — In the event of the absence of a cus- 
tomary signal or a signal imperfectly displayed, how 
should it be regarded and what is your duty in such 
cases? (27). 

Answer. — It should be regarded as a signal to stop 
and your duty would be to report it to a superior officer. 

Note. — All fixed signals which include white lights are re- 
ferred to by Rule 27. 

Question 103. — What are the purposes for which the 
colors green and white are used? (28). 

Answer. — To stop trains at block stations. 

Question 104. — May the colors green and white be 
used to stop a train at a point other than a block stop 
for that particular train? (28). 

Answer. — No. In such a case a red signal must be 
used. 

Question 105. — When a signal other than a fixed sig- 
nal is given to stop a train how must it be acknowledged ? 

(29)- 
Answer.- — By two short blasts of the whistle. 

Question 106. — At what times is it absolutely requisite 

that the engine bell be rung? (30 & 31). 



STATION AND TRAIN WORK 



271 





272 



RULES FOR MOVEMENT OF TRAINS 





^<^H!< 








ENGINE RUNNING FORWARD BY DAY, WITHOUT CARS ENGINE RUNNING FORWARD BY NIGHT, WITHOUT CARS 
OR AT THE REAR OF A TRAIN PUSHING CARS. OR AT THE REAR OF A TRAIN PUSHING CARS. 

Green flags, a* markers. Lights at "A A, as markers, showing green to the 

front and side and red to rear. 




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1 - ■ 1 


B 








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1 




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V 


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STATION AND TRAIN WORK 



273 




274 



RULES FOR MOVEMENT OF TRAINS 




STATION AND TRAIN WORK 



275 




276 



RULES FOR MOVEMENT OF TRAINS 






{REAR Or TENDER ) 



PI 

If 



Jl 

f 



ENGINE RUNNING BACKWARD BY NIGHT WITHOUT CARS OR AT 
THE FRONT OF A TRAIN PULLING CARS. 



White light at A. 



STATION AND TRAIN WORK 



277 




REAR OF TRAIN BY DAY 
Green flags at A A, as markers 



278 



RULES FOR MOVEMENT OF TRAINS 




STATION AND TRAIN WORK 



279 






1 



22 § 

UJ ™ o 
CO £ 




280 RULES FOR MOVEMENT OF TRAINS 

Answer. — Always when the engine is about to move 
when approaching every public road crossing at grade. 

Question 107. — At what other places must the whistle 
always be sounded? (31). 

Answer. — At all whistling posts. 

Question 108. — Is it prohibited to use the bell and 
whistle unnecessarily? (32). 

Answer. — Yes. 

Question 109. — At Public roads and street crossings 
when will the rights be used by switchmen? (33). 

Answer. — Only when necessary to stop trains. 



SUPERIORITY OF TRAINS. 

Note. — Except in the case of extra trains moving in the same 
direction on which the time table confers superiority by permit- 
ting it to hold the main track at a meeting point with an op- 
posing extra train, there is no superiority between extra trains. 

Question no. — In what manner is one train superior 
to another? (71). 

Answer. — By right, class or direction. 

Question in. — In what manner does a train acquire 
its rights? (71). 

Answer. — By a train order. 

Question 112. — -How does a train acquire its claims and 
direction? (71). 

Answer. — By the time table. 

Question 112a. — Explain which is superior, right, class 
or direction? (71). 

Answer. — Right is superior to class or direction and 
direction is superior when governing trains of the same 
class. 



STATION AND TRAIN WORK 281 

Question 112b. — Explain relative superiority of trains 
to their respective classes. (72). 

Answer. — First class trains are superior to trains of 
the second class and all successive classes. Second class 
trains are superior to third and all successive classes and 
so on. Trains in the direction as specified in the time 
table are superior to the trains of the same class run- 
ning in the opposite direction. 

Question 112c. — In this division in which direction are 
trains superior to trains of the same class in an opposite 
direction? (72). 

Answer. — 

Question H2d. — Are extra trains inferior to regular 
trains? (73). 

Answer. — They are. 



MOVEMENT OF TRAINS. 

Note. — No matter how late they may be all schedule trains 
should register on the page which corresponds with the date on 
which the train is due to arrive or leave a station. Extra trains 
register on the page corresponding with the date they actually do 
arrive. 

Question 113. — How late must a regular train be, be- 
fore it loses both right and class? (82). 

Answer. — After regular trains have become twelve 
hours late from schedule arriving or leaving time at any 
station they lose both right and schedule and thereafter 
proceed only as authorized by train order. 

Question 114. — Suppose No. 6 is due to arrive at 

at 9:30 a. m. and leave at 10:30 a. m., when will it have 
lost both its right and class? (82). 

Answer. — If it fails to arrive at before 9:30 



282 RULES FOR MOVEMENT OF TRAINS 

p. m. or to leave before 10:30 p. m., it will have 

lost its rights. 

Question 115. — In such a case may No. 6 flag into 

at 9 140 p. m. and leave there as No. 6 if it can 

get out before 10:30 p. m. and so retain its rights? (82) 

Answer. — No, it cannot. 

Question 116. — Would it be possible for it to leave as 
No. 6 before 10:30 p. m. providing the dispatcher author- 
izes it by train order? (82). 

Answer. — Yes. 

Note. — When trains are run in sections, any section which 
becomes twelve hours late on schedule, loses both its rights and 
class according to Rule 82, no allowance being made for sections 
running five minutes apart. A train which holds an order to 
run late, will lose both right and class as soon as it is twelve 
hours behind its schedule time. The fact that it has an order 
permitting it to run late does not lengthen the life of a train. 
In every case the schedule time as shown upon the time table is 
referred to by Rule 82. 

Question 116a. — Suppose an opposing train has an or- 
der to meet No. 6 at a certain station and No. 6 came 
twelve hours late in arriving at that particular station, 
should the opposing train proceed against No. 6? (82). 

Answer. — Yes. 

Question 117. — Before leaving a junction terminal or 
any other stopping point or before passing from a double 
to a single track what must be ascertained? (83). 

Answer. — It must be positively ascertained that all 
trains of the same or superior class have gone. 

Note. — Rule 83 has reference to trains of the same class, even 
though they may be moving in the inferior direction, for the 
reason that a train of superior direction must approach all sidings 
prepared to stop, until in accordance with Rule 99 such train is 
met. 



STATION AND TRAIN WORK 283 

Question 118. — Without a proper signal may a train 
start? (84). 

Answer. — No. 

Question 119. — May a train proceed in advance of a 
train of the same class in the same direction? (85). 

Answer. — Yes. 

Question 120. — May one extra train pass another extra 
or may one train of a certain class pass a train of the 
same class? (85). 

Answer. — Yes. 

Question 121. — How must the time of a superior train 
be cleared by an inferior train going in the same direc- 
tion? (86). 

Answer. — By not less than five minutes. 

Question 121a. — How must a first class train be cleared 
by an inferior train going in the same direction? (86). 

Answer — The inferior train must be cleared at the time 
the first class train is due to leave the next station, in 
the rear where the time is shown. 

Question 121b. — With respect to approaching superior 
trains what is required of an inferior train? (87). 

Answer. — It must keep out of the way. 

Question 121c. — How must a train be protected which 
fails to clear the main track as required by rules? (87). 

Answer. — In accordance with rule 99, it must be pro- 
tected by flag. 

Question I2id. — By how many minutes must the time 
of regular trains be clear by extras? (87). 

Answer. — By minutes. 

Question 12 ie. — With respect to opposing extras how 
should extras be governed? (87). 

Answer. — By train order. 

Question 122. — Between trains of the same class at 



284 RULES FOR MOVEMENT OF TRAINS 

meeting points, when must the inferior train clear the 
main track? (88). 

Answer. — Before the leaving time of the train of the 
superior class. 

Note. — Trains should not wait on a siding an unreasonable 
length of time for another train. In such cases a communication 
should be opened with the telegraph office for further instruc- 
tions. When holding the main track at the meeting point or 
passing point, care should be taken to adjust the switch for other 
trains. 

Question 123. — What must be done should it become 
necessary to back in, in order to clear the main track? 
(88). 

Answer. — In accordance with rule 99, a flagman must 
be sent out unless other provision has been made. 

Question 123a. — Which extra should take the siding 
when two extras pass at a meeting point? (88). 

Answer. — The extra in the inferior time table direc- 
tion. 

Note. — When Rule 88 was adopted in the Convention it was 
the sense of the Convention that at a meeting point should an 
inferior train have occasion to back, it must stop the superior 
train before passing the switch where the inferior train enters. 
If the back-in provision is covered by a train order or special 
instruction it would be unnecessary to stop the superior train 
before backing in, although the flagman should be sent out in 
accordance with Rule 99 before the switch has been passed by 
the inferior train. 

Question 124. — At meeting points between trains of 
unequal classes, by how many minutes must the inferior 
train clear? (89). 

Answer. — The inferior train must take the siding and 
by at least five minutes, clear the time of the superior 
train. 



STATION AND TRAIN WORK 



285 



Question 125. — What must be done in case the infe- 
rior train has to back in? (89). 

Answer. — In accordance with rule 99, a flagman must 
be sent out to protect the train. 

Question 126. — By how many minutes must an infe- 
rior train clear the time of a superior train going in the 
same direction? (89). 

Answer. — Five minutes. 

Question 127. — When are trains required to stop at 
scheduled meeting or passing points, although o^ the 
same class. (90). 

Answer. — They are required to stop unless they can 
plainly see that the switch was right and the track clear. 

Question 128. — At what point should the train be 
stopped? (90). 

Answer. — It should be stopped clear of the switch in 
which the train to be met or passed uses when going on 
the siding. 

Question 129. — Suppose a train to be met or passed 
is not the schedule meeting or passing point, in what 
way would the train be governed which has the right 
of track? (90). 

Answer. — It should proceed with caution, approach 
the sidings prepared to stop, under full control until the 
expected train is met or passed. 

Question 130. — In the absence of block signals, by 
how many minutes must trains going in the same direc- 
tion be kept apart? (91). 

Answer. — They should be kept at least five minutes 
apart in closing up at stations. 

Question 130a. — Suppose trains No. 2 and No. 4 to 
be of the same class and No. 2 is scheduled to pass No. 



286 RULES FOR MOVEMENT OF TRAINS 

4 at . In the event No. 2 or No. 4 should be late 

would it affect its passing point? (91). 

Answer. — It would not. If number 4 were late, No. 

2 would proceed to and wait there for No. 4 to 

pass. 

Question 130b. — If it were desirable that No. 2 should 
proceed ahead of No. 4, what form of order should be 
issued? (90). 

Answer. — An order issued to read, "No. 4 will pass 

No. 2 at — ." (See form B, example 1 Standard 

Code). 

Question 131. — Is it permissible for train to leave at 
a station in advance of the schedule time shown for it to 
leave? (92). 

Answer. — No. 

Question 132. — May a train leave a station before its 
leaving time as shown in the schedule? (92). 

Answer. — No. 

Question 133. — What class of trains may hold the 
main track by protecting against other trains when within 
yard limits. (93). 
.Answer. Class. 

Question 133a. — When moving within yard limits, how 
should class and extra trains proceed? (93). 

Answer. — In full control, prepared to stop unless main 
track is seen or known to be clear. 

Question 134. — Suppose a train overtakes another train 
of the same or superior class unable to move because of 
a breakdown, what should be done? (94). 

Answer. — Assume the schedule and take the orders 
of the disabled train, if necessary, proceed to the next 
open telegraph office and report the particulars to the 
superintendent. 






STATION AND TRAIN WORK 287 

Question 135. — When a disabled train has surrendered 
its orders and rights to a following train that has passed 
it, on what rights does the disabled train then move? 

(94). 

Answer. — On the rights of the train with which it 
exchanged orders? 

Note. — If a disabled train has rights of its own to make the 
next telegraph office it is unnecessary for a passing train to 
assume its schedule and take its train orders. An exchange of 
orders and schedule would avail nothing in case the disabled 
train had been so long delayed that it had forfeited all rights to 
proceed. In that case the following train might have no rights 
and so both trains would be tied up. The exchange of orders and 
schedules should always be made complete. (See Rule 94.) 

Question 135a. — If a train of inferior or the same class 
with rights or schedule to proceed should overtake a 
train between telegraph offices which is unable to pro- 
ceed against the right of schedule of an opposing train, 
how should they be governed? (94). 

Answer. — After proper consultation with the following 
train the delayed train precedes it to the next telegraph 
station, where it will report to . 

Question 135b. — What should be done when opposing 
trains are met under these circumstances? (94). 

Answer. — It must be fully explained by the leading 
train that the excepted train is following. 

Question 136. — Is it allowable for more than one sec- 
tion of a train to be run on the same schedule? . (95). 

Answer. — Yes. 

Question 137. — Where there are more than one section 
of a train, does each section have equal timetable author- 
ity? (95). 

Answer. — Yes. 



288 RULES FOR MOVEMENT OF TRAINS 

Question 137a. — When signals are displayed by whose 
authority is it done? (95). 
Answer. . 

Note. — The practice varies on different railroads. Yardmas- 
ters are authorized to issue instructions to a train to display 
signals on some roads. Where the business is heavy, and the 
issuing of such orders by the Dispatcher would interfere with 
his other duties, it is customary for the yardmaster to issue such 
instructions. This practice is considered safe, because all sec- 
tions must examine the register to ascertain before leaving that 
the section ahead of them has registered signals. 

Question 139. — On a single track when signals dis- 
played for following train are taken down at any point 
before the following train arrives, how should a con- 
ductor be governed under the respective conditions as 
follows: (96). 

A. At a point where there is an agent, 
operator, switch tender or register book. 

Answer. — Arrangements should be made by the Con- 
ductor with the agent, operator or switch tender to notify 
opposing train of same or inferior class. 

B. Where there is no agent, operator or 
switch tender, what should be done ? 

Answer.— In this case, a flagman must be left to notify 
opposing train of the same or inferior class. 

Question 139a.— How should these arrangements be 
made, verbally or in writing? (96). 

Answer. — In writing. 

Question 140. — When extra trains are run, by whose 
authority do they move? (97). 

Answer. ■: 

Note.— The displaying of signals or running of an extra train 
is left by the Standard Code to the discretion of the railroad. 
Usually for this purpose the Superintendent's initials are used. 



\ 






STATION AND TRAIN WORK 289 

Question 141. — When approaching the end of a double 
track, railroad crossings at grade, draw-bridges and junc- 
tions, how should trains proceed? (98). 

Answer. — Under control prepared to stop unless switch 
and signals are right and track clear. In cases when 
it is required by law, trains must stop. 

Question 142. — How must a train be protected which 
becomes delayed or stops under circumstances in which 
it may be overtaken by another train? (99). 

Answer. — Flagman must immediately go back a suffi- 
cient distance to procure full protection provided with 
the usual stop signals. 

Question 143. — Before returning, when the flagman 
is recalled to his train, what should he do? (99). 

Answer. — Place two torpedoes on the rails. 

Question 144. — When moving on a single track, how 
should front of engine be protected? (99). 

Answer. — It should be protected by flag which should 
be shown by the head brakeman and in case he is unable 
to go by the fireman. 

Note. — In regard to Rule 99, it may be noted the flagman 
must immediately go back without waiting for the conductor to 
send for him or the engineman to whistle him back. 

Question 145. — Who must take the place of the flag- 
man after he has gone back to protect the rear of the 
train? (100). 

Answer. — The , if it is a passenger train and 

in the case of other trains, the next brakeman. 

Question 146. — If a train should part while in motion, 
what should be done ? ( 101 ) . 

A.nswer. — The train parted signals should be given as 
prescribed by rules 12 (d) and 14 (f) and attempt made 



290 RULES FOR MOVEMENT OF TRAINS 

to prevent the detached portions from becoming dam- 
aged. The detached portion should not be moved or 
passed until the front portion (which has right of track 
to return) comes back. If the vision is obstructed, a flag- 
man should be sent ahead to the foremost portion which 
must run with great caution. 

Question 147. — How would you proceed in case you 
overtook a train that had parted? (101). 

Answer. — Would neither move or pass around the rear 
portion. 

Question 148. — What precaution must be taken to in- 
sure safety when train is being pushed by an engine? 
(102). 

Answer. — In order to signal in case of necessity the 
flagman must ride on the head car. 

Question 149. — In what form ought messages to be 
given respecting the movements of trains or condition of 
track and bridges? (103). 

Answer. — In writing. 

Question 150. — After using switches how should they 
be left? (104). 

Answer. — In proper position. 

Question 151. — What member of the train crew is re- 
sponsible for the proper adjustment of switches? (104). 

Answer. — Except in cases where switch tenders are 
stationed, the conductor. 

Question 152. — If a section of a train is following, is 
it permissible to leave the switch open? (104). 

Answer. — It is not, unless it is in charge of a trainman 
of the following train. 

Question 153. — What members, of the train crew are 
held responsible for the safety of their train? (105). 

Answer. — The Conductor and the Engineman. 



STATION AND TRAIN WORK 291 

Question 154. — What must be done by Conductors and 
Enginemen when an emergency arises that is not covered 
by the rules? (105). 

Answer. — Every precaution must be taken to prevent 
accident. 

Question 155. — What should be done in case of doubt 
or uncertainty? (106). 

Answer. — The safe course must always be taken and 
no risks run. 



RULES FOR MOVEMENT BY TRAIN ORDERS. 

Question 156. — Why are train orders used and in what 
form should they be issued? (201). 

Answer. — To govern the movements of trains not pro- 
vided for by timetable; they must be issued in the pre- 
scribed forms. 

Question 156a. — What must train orders contain and 
how should they be worded? (201). 

Answer. — They must contain only information and 
instruction governing the movements of trains ; in their 
wording they must be brief and clear. 

Question 156b. — Is it proper to accept train orders 
which show erasures and interlineations*? (201). 

Answer. — No. 

Question 157. — When the same train orders are issued 
to various persons or trains, must they be given in exact 
form and wording to each? (202). 

Answer. — Yes. 

Question 158. — When a new series of numbers for 
train orders is started, at what time each day will it begin 
and in what order are they numbered? (203). 



292 RULES FOR MOVEMENT OF TRAINS 

Answer. — A new series begin at midnight and they 
are numbered in consecutive order. 

Question 159. — When train orders are issued, to whom 
are they addressed? (204). 

Answer. — When issued to a train, they must be ad- 
dressed to the conductor, engineman and also to anyone 
who acts as pilot and in other cases to those who are to 
carry them into execution. 

Question 159a. — Should each engineman have copies 
of all orders affecting a train when two or more engines 
are attached to it? (204). 

Answer. — Yes. 

Question 159b. — May the train order issued to one 
train be applied to and used by any other train? (204). 

Answer.- — No. 

Question 159c. — When train orders are addressed to 
operators, restricting movements of trains, how should 
they be respected by conductors and enginemen? (204). 

Answer. — The same as if addressed to them. 

Question 160. — Must train dispatchers keep a record of 
train orders, and if so, when must such records be made ? 

(205). 

Answer. — The train dispatcher must keep a full record 
of all train orders issued in a book provided for the pur- 
pose, must record the names of those who have signed for 
the orders, the time, signals and from what office the 
order was repeated and the response transmitted. Must 
also have the train dispatcher's initials. Such record 
must be made immediately at time orders are given and 
completed and never from memory or memorandum. 

Question 161. — In what manner are regular trains 
designated in train orders? (206). 

Answer. — Always by their numbers. For example, 



STATION AND TRAIN WORK 293 

"first No. 6 or second No. 6" and where desirable the 
engine number may also be added. 

Question 161a. — How are extra trains designated in 
train orders? (206). 

Answer. — Extra trains are designated by their engine 
numbers with the direction of the train added. For ex- 
ample, "Extra 678 West." 

Question 161b. — How should train numbers and time 
be stated on train orders? (206). 

Answer. — Only in figures. 

Question 162. — When dispatcher is transmitting an 
order what signal does he give to each office? (207). 

Answer. — "31 or 19'? followed by direction and by in- 
formation that more or less than three copies are desired, 
the operator is informed. For example, "31 West copy 
5" or "19 East copy 2." 

Note. — These signals may be omitted where figures 31 and 19 
are not both in use. 

Question 163. — When a train order is to be sent to two 
or more offices, in what manner must it be sent? (208a). 

Answer. — Simultaneously to as many as practicable. 

Question 163a. — In what order must several addresses 
be given when a number of orders are sent simulta- 
neously? (208a). 

Answer. — In the order of superiority of trains, each 
office taking its proper numbers. 

Question 164b. — When train orders are not sent simul- 
taneously to all, how will the order be sent? (208a). 

Answer. — To the superior train first. 

Question 164c. — What will the operator at the meet- 
ing or waiting point do with the train orders? (208b). 

Answer. — Deliver copies of the order to all trains 
afifected, until all have arrived from one direction. 



294 RULES FOR MOVEMENT OF TRAINS 

Question 165. — When operators are transmitting train 
orders should they make copies of them on manifold 
blanks and in case he fails to make enough copies how 
may he supply them? (209). 

Answer. — He must write copies in manifold and failing 
to make sufficient number must trace others from one of 
the copies first made. 

Question 166. — When operators have a "31" order to 
repeat, how should they proceed? (210). 

Answer. — They must repeat the order immediately 
from the manifold in the succession in which the several 
offices have been addressed and watch to see that others 
repeat it correctly unless otherwise directed. 

Question 167. — Who is to sign for it after the order 
has been repeated? (210). 

Answer. — The person to whom the order is addressed, 
except enginemen. 

Question 168. — What must the operator do after the 
order has been signed? (210). 

Answer. — Send the signature to the dispatcher who 
will then give the "complete" and time ; also the initials 

of the after which the operator will write on 

each copy the word "complete," the time and his last 
name in full and deliver a copy to each person addressed 
except the engineman. The copy to each engineman must 
be delivered to him personally by . 

Note. — In regard to Rule 210, the blanks may be filed to suit 
the requirements of each road. On roads where the signature 
of the engineman is desired the words "except engineman" may 
be omitted. If preferred each person receiving an order may be 
required to read it aloud to the operator. 

Question 169. — What must be done when a "No. 19" 
order is received ? (211). 



STATION AND TRAIN WORK 295 

Answer. — Unless otherwise directed the operator must 
repeat it at once from the manifold copy in the succes- 
sion in which the several offices have been addressed, care 
being taken by each operator to see that the others repeat 
it correctly. When the order has been correctly repeated 
the response "complete" and the time with the initials of 

the will be given by the train dispatcher. The 

operator will then write on each copy the word complete, 
the time and his last name in full and personally deliver 
a copy to each person addressed without taking his signa- 
ture. If in order to deliver a copy to the engineman the 
operator must leave the immediate vicinity of the office, 
the engineman's copy will be delivered by . 

Question 169a. — How will delivery be made when a 
"19" train order is issued for a train at a point where 
its superiority is restricted by such an order? (211). 

Answer. — Train must be brought to a stop before de- 
livery of an order. 

Question 170. — When may "X" response be given in 
acknowledgment of a train order having been delivered? 
(212). 

Answer. — A train order may, when so directed by the 
train dispatcher, be acknowledged without repeating by 

the. operator and he will say "X" (order) No. to 

(train) No. , giving also his initials and office signal. 

After having done this -he will write on the order his 
initials and the time. 

Question 171. — In the case of an inferior train when 
may "complete" be given? (213). 

Answer. — When the order has been repeated or "X" 
response has been sent by the operator who receives the 
order for the superior train. 

Question 172. — Before "complete" has been given and 



296 RULES FOR MOVEMENT OF TRAINS 

after it has been repeated or "X" response sent, how is 
an order regarded? (214). 

Answer. — As a holding order. 

Question 172a.— When a train order has been repeated 
or "X" response sent and before "complete" has been 
given how then must the order be treated? (214). 

Answer. — As a holding order for train addressed. 

Question 172b. — In case the wire fails after a "31" or- 
der has been sent and repeated or "X" response sent and 
before "complete" has been received, has the train the 
right to proceed to which the order is addressed? (214). 

Answer. — No. 

Question 172c. — If before an office has repeated an 
order or a X" response has been sent the wire should fail, 
would the order be effective? (214). 

Answer. — No. 

Question 173. — Which of the copies of the train order 
should be kept by the operator? (215). 

Answer. — The lowest copy. 

Question 174. — When train orders are delivered by the 
train dispatcher what are the requirements as to record 
and delivery? (216). 

Answer. — Same as at other points or offices. 

Question 175. — In the case of a train order being de- 
livered to a train at a point not a telegraph office or at a 
station at which the telegraph office is closed, how should 
it be addressed? (217). 

Answer. — Conductor and Engineman at No. 

care . 

Question 175a. — When form "31" is used, whose sig- 
nature must be taken before "complete" is given and 
what copies should the person delivering the order have? 
(217). 






STATION AND TRAIN WORK 297 

Answer. — The person in whose care the order is sent 
should sign it and should have one copy for the engine- 
man, one for the conductor and one for the person who 
delivers the order. 

Question 175b. — Whose signature must appear on the 
copy which he retains and what must he do with it? 
(217). 

Answer. — The signature of the conductor and engine- 
man of the train to which the order applies. It should be 
delivered to the telegraph office which he can first reach. 

Question 175c. — Is the order to be regarded as if "com- 
plete" had been given in the usual manner by the train 
receiving it and so be governed accordingly? (217). 

Answer. — Yes. 

Question i75d.—^May '"complete" be given to an in- 
ferior train when orders are sent as above, before the 
signature of the conductor and engineman of the supe- 
rior whose rights are thereby restricted? (217). 

Answer. — No. 

Question 176. — When a train is running in more than 
one section, are all its sections included when it is named 
in an order unless particular sections are specified and 
should copies of the orders be furnished to each section? 

(218). 

Answer. — Yes. 

Question 177. — 'May the "X" response or repeat be 
given by an operator to a train order for a train, the 
engine of which has passed the train order signal before 
they ascertained that the conductor and engineman had 
been notified that he has orders for them? (219). 

Answer. — No, not unless otherwise directed. 

Note. — The "X" response is to be used to save time in getting 
an inferior train started.- Quite a saving of time is effected when 



298 RULES FOR MOVEMENT OF TRAINS 

several orders are concerned. The Dispatcher, however, should 
require a repetition of the order as soon as he can get it when 
the "X" response has been used. 

Question 178. — After train orders have once taken 
effect, how long do they continue in force? (220). 
Answer. — Until fulfilled, superseded or annulled. 

Question 179. — May a particular portion of an order 
which specifies a particular movement be annulled or 
superseded ? (220) . 

Answer. — It may. 

Question 179a. — Suppose a train has lost its rights as 
per rule 4 and 82, would orders held by or issued for it 
be effective? (220). 

Answer. — No. 

Question 179b. — Suppose a certain part of an order re- 
lating to a regular train should become void when such 
a train has lost both right and class in accordance with 
rule 4 and 82 or is annulled, does that part of the order 
become void? (220). 

Answer. — It does. 

Note. — The annullment indication of the signal on some roads 
is "proceed." Where such is the case, the following five ques- 
tions do not apply. 

Question 180. — When the operator is on duty at train 
order office, what does the fixed signal indicate? (221a). 

Answer. — Stop. 

Question 180a. — When a stop signal is displayed may a 
train pass? (221a). 

Answer. — No. 

Question 180b. — When is this signal fastened at "Pro- 
ceed ?" (221a). 

Answer. — When there is no operator on duty. 



STATION AND TRAIN WORK 299 

Question 181c. — What is required of conductor a\id 
engineer if the train order signal is not displayed at a 
night office? (221a). 

Answer. — Bring the train to a stop, learn the cause and 
report the facts from the next open telegraph office. 

Question i8id. — In case fixed signals fail, what signals 
must operators keep on hand to use in their stead? 
(221a). 

Answer. — Hand signals. 

Note. — Where the annullment indication of the signal is "stop," 
as it is on some roads, the following seven questions will not 
apply. 

Question 182. — At a train order office what is indicated 
when fixed signal is displayed and there are no orders? 
(221b). 

Answer. — Proceed. 

Question 182a. — When there are orders what will the 
fixed signals indicate? (221a). 

Answer. — Stop. 

Question 182b. — In case an operator receives the signal 
"31" or "19" what should he do? (221b). 

Answer. — Display the stop signal immediately and re- 
ply "Stop and Display." 

Question 182c. — When the dispatcher gives the "31" or 
"19" signal must he give the direction also? (221b). 

Answer. — Yes. 

Question i82d. — Under what conditions may a train 
pass a train order stop signal? (221b). 

Answer. — When a clearance card is issued. 

Note. — No trains must pass while a train order signal re- 
mains at block, notwithstanding they may have received orders 
without first getting a clearance card. 



300 RULES FOR MOVEMENT OF TRAINS 

Question 183c — What must be done if signals are not 
displayed from a night office? (221b). 

Answer. — Bring the train to a stop, learn the cause and 
report at the next open telegraph office. 

Question i83f. — When the signal indicates stop, in 
what position is it? (221b). 

Answer. . 

Question i83g. — In case these signals fail what must 
operators have on hand ready for use? (221b). 

Answer. — Hand signals. 

Note. — If an operator changes signal from stop to proceed 
after the train has stopped the conductor may signal it to leave, 
and it may proceed without orders or clearance card, provided 
that the engineman can see the signal is clear. 

Question 184. — Should operator record the time of 
trains and report same? (222). 
Answer. — Yes. 
Question 185. — What abbreviations are customary? 

(223). 
Answer. — 

Signs for the signature of the . 

Such offices and other signals as are arranged by the 



C. & E. — for Conductor and Engineman. 
"X" — Train will be held until order is made "com- 
pleted 

Com. — for Complete. , 
O. S. — for train report 
No. — for Number. 
Eng. — for engine. 
Sec. — for section. 
Psgr. — for passenger, 
Frt. — for freight. 



STATION AND TRAIN WORK 301 

Mins.— for minutes. 

Jet. — for junctions. 

Dispr. — for dispatcher. 

Opr. — for operator. 

"31" or "19" to clear the line for train orders and 
for operators to ask for train orders. 

S. D. — for Stop and Display. 

The usual abbreviations for the minutes and the 
stations. 

FORMS OF TRAIN ORDERS. 

After a train has been signed for by the conductor, he is 
held responsible for his train being safely moved or held in 
accordance with the order. After the engineman has received 
his copy of the order he is held equally responsible with the con- 
ductor. Unless he is positive that he has his train fully under 
his control the conductor has not the right to sign for an order. 

When a train is running extra on a schedule it does not lose 
its rights when it is twelve hours late. 

Question 186. — How would the conductor or engine- 
man of train No. 4 be governed if holding an order which 
read : "No. 4 meet No. 3 at D." In case No. 3 arrived 
at D displaying signals? 

Answer. — Should hold No. 4 at D for following sec- 
tions because no particular section having been specified 
in the order, all sections are included and should be given 
copies of the order. 

Question 187. — Suppose an order that train No. 4 
would meet second No. 3 at D and then that second No. 
3 arrived with signals. No. 4 being a train of superior 
class what should be done ? 

Answer. — A particular section being mentioned in the 
order and therefore no other section being included No. 4 
would proceed. 



302 RULES FOR MOVEMENT OF TRAINS 

Question 188. — In the event second No. 3 carried no 
markers and arrived without signals would train No. 4 
proceed ? 

Answer. — No. Until its markers have arrived a train 
is considered not to have been met. 

Note. — Let us supnose the following orders have been issued: 
"No. 3 will meet No. 4 at D. No. 4 will sidetrack." "No. 3 
will meet No. 4 at E. instead of D." Now which of these two 
trains will take the siding at E. ? According to the rules No. 4 
should go on the sidetrack at E., because the first was a two- 
movement order yet only one movement has been superseded. 
It is clearly to be seen that No. 4 has certain privileges, one or 
more of which it may have taken away by a train order. For 
instance, No. 4 being a train of superior direction may proceed 
against No. 3. But, if a meeting point is fixed with No. 3, the 
privilege to proceed against No. 3 beyond the specified meeting 
point is lost to No. 4, although No. 4 still has the privilege of 
holding main track at the meeting point indicated in the order, 
unless the privilege also has been taken away. Each of these 
privileges is distinctly separate and the superseding of the por- 
tion of the order relative to the meeting point does not operate 
to supersede the sidetracking provision. In the same manner 
and by the same principle superseding the sidetracking provision 
does not supersede the meeting point provision. 

Question 189. — Suppose the Conductor or Engineman 
of train No. 4 held an order reading: "No. 4 meet first 
No. 3 at C and second No. 3 at E," and if upon arrival at 
E another order were received reading: "No. 4 meet 
second No. 3 at F," how should they be governed? 

Answer. — They should stay at "E" until proper orders 
were received because as the order to meet at "F" did not 
say "instead of" it does not supersede the former order. 

Question 190. — Suppose train No. 1 holds order No. 4 
to meet No. 2 at B and first No 2 should arrive at B with 
signals and the dispatcher gave train No. 1 order No. 5 



STATION AND TRAIN WORK 303 

reading: ""No. I will meet second No. 2 at C," what 
would be the effect on the movement of train No. 2? 

Answer. — It could not proceed. The words "instead 
of" not being in order No. 5 prevents it superseding the 
original order and besides it is not a proper form or order 
to give. It ought to read : "No. 1 will meet second No. 
2 at C instead of B." If thus worded No. 1 could pro- 
ceed to C. 

Question 192.— What should train No. 1 do supposing 
it held orders No. 4 and No. 6 in case second No. 2 should 
arrive at C with signals? 

Answer. — Expecting third No. 2 to be on the way to 
B by reason of the right of order No. 4, train No. 1 must 
immediately get clear, as in that case only that part of 
order No. 4 was superseded which had reference to 
No. 2. 

FORM B. 

Question 193. — Suppose an order reading: "No. 5 
pass No. 7 at H," how should the Conductor or Engine- 
man of No. 5 be governed thereby ? 

Answer. — They should approach H under control pre- 
pared to stop unless it should be clearly seen that No. 7 
was in the clear and the switches set right. 

Question 194. — Suppose an order reads : "Extra 690 
East run ahead of No. 8 D to E," how should the Con- 
ductor or Engineer be governed thereby? 

Answer. — Would neither pass the extra specified in the 
order nor exceed their speed between the points named, 
and should approach E prepared to stop unless Extra 690 
East was clear and the switches right. 

Question 195. — If Extra 24 received an order reading: 
"Extra 24 pass No. 4 at E," would the order be sufficient 



304 RULES FOR MOVEMENT OF TRAINS 

authority for the extra to pass and proceed ahead of 
No. 4? 

Answer. — It would. An order for an inferior to pass 
a superior train is proper authority for the inferior train 
to proceed ahead of the superior one. 

Question 196. — Must trains of any one class have or- 
ders to pass trains of the same class in the same direc- 
tion? 

Answer. — No. . 

Question 197. — Do extra trains require orders to pass 
extras ? 

Answer. — They do not. 



FORM C 

Question 198. — Suppose the Conductor or Engineer of 
train No. 4 held an order reading : "No. 3 has right over 
No. 4, A — to B — ," should No. 4 pass B before arrival 
of No. 3 ? 

Answer. — Yes, in case the running time and clearance 
of No. 4 would enable it to make an intermediate point 
for No. 3. 

Question 199. — If an order reads : "Extra East, 769 — 
has right over No. 5, G to K," would No. 5 go beyond K 
before the arrival of the extra ; if not, why? 

Answer. — It would not, because the time of Extra 769 
would not be restricted by the time-card. 

Question 200. — How should the Conductor or En- 
gineer of Extra 769 be governed? 

Answer. — Proceed against No. 5 G — to K — and at 
K — take the siding. 

Question 201. — Suppose the order to the Conductor or 
Engineer of the extra extended beyond K and No. 5 



STATION AND TRAIN WORK 305 

had failed to arrive on arrival of Extra 769 at K, would 
the extra proceed against No. 5 and under what circum- 
stances ? 

Answer. — In case of sufficient time for the Extra to 
make a point beyond K and to clear the time of No. 5 
would proceed and clear the time of No. 5 as provided by 
the rule. 

Question 202. — Suppose the Conductor of No. 4, a 
superior train, held an order which read : "No. 3 has 
right over No. 4 B — to G — ," and he received another 

order reading: "No. 4 will meet No. 3 at „" should 

he pass by ? 

Answer. — Yes ; he would have the right to proceed to 
D — and go on sidetrack for No. 3. The right of a track 
order merely operates to reverse the rights of the trains 
only between the points mentioned in the order. 

Question 203. — Suppose the Conductor of No. 4 held 
the same orders excepting that the meeting point were B, 
would he then go on the sidetrack? 

Answer. — He would not. If the trains met between the 
designated points No. 4 must sidetrack. If, however, 
they meet at one of the points specified No. 3 must go on 
the sidetrack. 

Question 204. — If an order giving right of track is 
issued to a train of an inferior class against a train of a 
superior class to a certain named point, which of the two 
trains must go on the sidetrack? 

Answer. — If they meet between the points named in 
the order the train of the superior class will take the sid- 
ing. 

Question 205. — If, under the conditions indicated in 
the foregoing questions, a train of superior class should 
reach the second point indicated in the order before the 



306 RULES FOR MOVEMENT OF .TRAINS 

train of the inferior class arrived there, could it proceed 
and if so under what circumstances? 

Answer. — It may proceed by keeping clear of the op- 
posing train's time by as many minutes as such train was, 
under the rules, before required to clear it. 

Question 206. — If an extra train gets a right of track 
order against a train of superior class to a specified point, 
may the superior train proceed beyond the point named 
in case the extra fails to arrive ? 

Answer. — No. 

Question 207. — We will suppose that No. 4 of superior 
direction receives an order that second No. 3, a train of 
the same class, has right over No. 4 — B to E, the regular 
schedule meeting point for No. 3 and 4. It is expected 
that first No. 3 will make E on time, but because of a 
hot-box No. 3 takes the sidetrack for No. 4 at D, a blind 
siding. In that case, what should No. 4 and second No. 

3 do? 

Answer. — No. 4 should go on to D against first and 
second No. 3, because the form C order merely reversed 
the rights of the trains. No. 4 possessing rights over 
first No. 3 would proceed against second No. 3 until 
meeting first No. 3. In such a case second No. 3 would 
have no authority to use the schedule time of No. 3 ahead 
of the signals carried by the latter. Before second No. 3 
gets authority to pass a given point the signals carried by 
first No. 3 must have passed that point. 

FORM E. 

Question 208. — How should the conductor of No. 4 be 
governed if he held an order reading: "No. 4 wait at 
Hinsdale till 11 :oo a. m. for No. 1 ?" 



STATION AND TRAIN WORK 307 

Answer. — He should not pass Hinsdale before 1 1 :oo 
a. m. unless No i had previously arrived. 

Note. — Trains using the same time must clear such time the 
same as before required to clear the regular schedule time when 
moving under direction of a Form E. order. 

Question 209. — How should the conductor of No. 3 be 
governed seeing that both are trains of the first class ? 

Answer. — He should proceed to Hinsdale and go on 
sidetrack to clear the main track by 1 1 :oo a. m. 

Question 210. — Suppose the conductor or engineer of 
a train of inferior right received an order reading : "No. 
3 will run 20 minutes late Hinsdale to Aurora/' how 
should he be governed thereby? 

Answer. — He should consider the schedule time of No. 
3 to be 20 minutes later than its time as indicated on 
time-card between Hinsdale and Aurora. 

Question 211. — Suppose the conductor of an inferior 
opposing train received an order reading: "No. 3 run 
two hours late Galesburg to Chicago/' how much time 
w r ould he have in which to make Galesburg ? 

Answer. — One hour. 

Note. — Under Form E. only may the trains use the time, and 
then only between the points named in the order, and never 
from an intermediate point beyond the point named to make 
either of the points specified in the order. 



FORM F. 

Question 212. — Suppose an order were issued which 
read: "No. 3 display signals Galesburg to Chicago for 
engine 52," would that give authority to engine 52 to 
proceed, and if so, as what ? 



308 RULES FOR MOVEMENT OF TRAINS 

Answer. — Yes. It should proceed as second No. 3. 
(See example (3) under Form F, Standard Code.) 

Question 213. — How should engine 60 run under the 
following order : "Engine 52, 60 and 75 run as first, sec- 
ond and third No. 3. Aurora to Hinsdale ?" 

Answer. — Engine 60 would run as second No. 3 with 
signals. 

Question 214. — What form must be used when it be- 
comes necessary to annul a section for which signals have 
been displayed over a division or any part thereof, when 
no train is to follow the signals ? 

Answer. — Form K. 

Question 215. — Suppose second No. 3 received an or- 
der at Downer's Grove, an intermediate station, reading : 
"Engine 60 is withdrawn at Downer's Grove following 
section change numbers accordingly." What should be 
done ? 

Answer. — Get into the clear on the sidetrack and re- 
move signals as rights would then have been lost. 

Question 216. — As what would engine 75 run from 
Downer's Grove? 

Answer. — As second No. 3 without signals. 

FORM G (EXTRA TRAINS.) 

Question 217. — If an order reads : "Engine 99 run ex- 
tra A to D," how would it proceed? 

Answer. — It would run to D, taking care to keep clear 
of all regular trains. 

Note. — Upon reaching the last station specified in their orders 
extra train must take the sidetrack at switches where inferior 
trains going in that direction clear for superior trains. The 
main track must not be held by extras at their originating or 
terminating points. 



STATION AND TRAIN WORK 309 

Question 218. — Under the order immediately preceding 
the above note must opposing trains be protected against ? 

Answer. — No. 

Question 219. — Under this order is the right given to 
occupy the main track at D? 

Answer — No. The siding at D must he taken. 

Question 220. — What trains and by how much time 
must extra trains clear? 

Answer. — All regular trains and by five minutes. 

Question 220a. — Suppose engine 85 had an order to 
run extra A to F — and return, would it have to go to F 
as extra 85 before making the return trip? 

Answer. — Yes. Because failing so to do the order 
would not have been fulfilled. 

Question 220b. — If according to examples 3, under 
Form G, Standard Code, engine 65 held an order to run 
extra would it lose its right when it became twelve hours 
late? 

Answer. — No. 

Question 220c. — If engine 69 held order No. 1 to run 
extra A to F and meet No. 36 at F and should be given 
order No. 2 upon arrival at F to run extra F to G and 
meet No. 36 at G, should it be regarded as a proper 
order? 

Answer. — Yes ; because when engine 69 arrived at F 
its order was fulfilled and it ceased to be an extra, there- 
fore it possessed no further rights ; but upon receiving 
order No. 2 it again became an extra. 

Question 22od. — Suppose engine 69 arrived at F under 
order No. 1 and was given order No. 3 to run extra to G 
instead of F and was given also order No. 4 to meet No. 
36 at G, could it run to G for No. 36? 



310 RULES FOR MOVEMENT OF TRAINS 

Answer. — No. Order No. 3 would not make engine 
69 a new extra from F, therefore order No 4 would be 
improper by not stating "instead of." 

Note. — The dispatcher should in each and every case, when 
originating an extra, fix a meeting place for them with all oppos- 
ing extras, that orte extra would wait for another extra until a 
certain time at a designated station. Such an order is an improper 
one for the protection of extra trains, as it fails to restrict the ' 
rights of opposing extras. 

FORM H (WORK EXTRA). 

Question 221. — Suppose an order were issued to the 
engineman on engine 292 reading: "Engine 292 works 
7 :oo a. m. to 6 :oo p. m. between D & E/' how should he 
be governed thereby? 

Answer. — He should clear the time of regular trains 
and protect against extras in both directions. 

Question 222. — Suppose the order specified, "Not pro- 
tecting against extras," then how should he be governed? 

Answer. — He should clear the time of regular trains, 
but should not protect against extras. 

Question 223. — What governs in case extra 292 should 
receive an order reading: "Work extra 292 clears (or 
protects against) extra 64 east between D and E after 
2:10 p. m.? 

Answer. — Extra 292 would have to either clear at 2:10 
p. m. or protect as directed. 

Question 224. — How would the order affect extra 64 
east, and in what way would it proceed ? 

Answer. — It would not enter the prescribed limits be- 
fore 2:10 p. m. After that time it would proceed in ex- 
pectation of finding a clear main track or the work extra 
protecting as directed by the order. 



STATION AND TRAIN WORK 311 

Question 225. — What should be done if a work extra 
received an order reading: "Work extra 292 protects 
against No. 35 between D & E ?" 

Answer. — It should work on the time of No. 35, pro- 
tecting in accordance with rule 99. 

(See examples under "Form H," Standard Code.) 

FORM J. 

Question 226. — If an operator held an order reading: 
"Hold No. 2, how should it be respected by the conduc- 
tor or engineer of No. 2 ? 

Answer. — Exactly the same as though addressed to 
them. They should not leave until an order was re- 
ceived annulling the order, or until an order was received 
by the operator reading: "No 2 may go." (See ex- 
amples in Standard Code.) 

Question 227. — In what manner should the operator 
handle this form of orders ? 

Answer. — He should acknowledge them in the usual 
manner and deliver them to the conductors and engine- 
men of all trains affected by them. 

Question 228. — What is a Form J order called ? 

Answer. — An holding order. 

Question 228a. — When should a Form J order be used? 

Answer. — Only to hold trains until orders can be de- 
livered or in cases of emergency. 

Question 229. — May a train proceed after having been 
held by a Form J order if it receives an order reading: 
" may go," and yet the signal remains at "Stop?" 

Answer. — No. The order permitting it to go merely 



312 RULES FOR MOVEMENT OF TRAINS 

clears the train on the "Hold" order, not, however, clear- 
ing it on the stop signal; therefore, without first receiv- 
ing a clearance card, in addition to the "may go" order, 
it cannot proceed while the signal remains at stop. In 
accordance with Rule 221, a clearance card is positively 
necessary. 



FORM K. 

Question 230. — How would the rights of train No. 1 
be affected, if under Form K an order were issued read- 
ing: "No. 1 of Feb. 29th is omitted A — to Z — ?" 

Answer. — It would lose all rights between the points 
designated. 

Question 231. — When a train is annulled to a given 
point, are its rights beyond that point affected by the 
annulling order? 

Answer. — No. 

Question 232. — May a train thus annulled between 
given points be restored by special order? 

Answer. — No. 

Question 233. — Suppose an order were held by a con- 
ductor reading to meet No. 1 at Hinsdale and later he 
received an order to the effect that No. 1 had been an- 
nulled, how should he proceed? 

Answer. — The order reading to meet No. 1 should be 
considered void according to Rule 220. 

Question 234. — How would the rights of No. 1 be 
affected by an order reading: "Second No. 1 of Feb. 
29th is annulled E to G?" 

Answer. — It would have no rights or schedule between 
the points designated. (See examples given in Standard 
Code under Form K.) 



STATION AND TRAIN WORK 313 



FORM L. 

Question 235. — How should an order read which is to 
annul an order previously issued? 

Answer. — "Order No. is annulled." 

Question 236. — Should it be numbered, transmitted 
and signed for the same as other orders? 

Answer. — Yes. 

Question 237. — When an order has been annulled or 
superseded, may it be restored under its original number? 

Answer. — No. 

FORM M. 

Question 238. — May a part of an order be annulled 
when it provided for two or more movements, and if so, 
how? 

Answer. — It may. By an order reading: "That part 
of order No. reading is annulled." 

Question 239. — Would a form M order so issued af- 
fect either of the other movements not so annulled? 

Answer. — No. 

FORM P. 

Question 240. — When it is necessary to supersede an 
order or a part thereof, how should it be done ? 

Answer. — By adding to the prescribed forms the 
words, "instead of ." 

Question 241. — May an order when once superseded 
be again issued under its original number? 

Answer. — No. 



RULINGS OF THE AMERICAN RAILWAY 
ASSOCIATION. 

Question. — Who fills out the "Train Number" on bot- 
tom of 31 orders? 

Answer. — It is the opinion of the committee on Train 
Rules that the conductor, when he signs the order, should 
indicate the train he is running in the space provided for 
the purpose. 

Question. — At the last change of time, on one of our 
divisions, the time-table went into effect at 12:30 a. m., 
Sunday, Sept. 25th. On the old card train No. 1 left 
"A" at 6:30 p. m., arriving at "B" — the end of the run — • 
at 10:00 p. m. On the new card this train (No. 1) was 
scheduled to leave "A" at 6:20 p. m., and run through 
to "D," leaving "W at 9:50 p. m., and arriving at "D" 
at 1 1 :40 p. m. No. 1 was daily except Sunday, on both 
cards. The question is, would No. 1, leaving "A" Satur- 
day, the 24th, have a right to proceed north of "B" after 
12:30 a. m. of the 25th? 

Answer. — In answer to the question: "Would No. 1, 
leaving 'A' Saturday, the 24th, have a right to proceed 
north of 'W after 12:30 a. m. of the 25th ?" It is the 
opinion of the committee that it would not. 

Question. — Under the Standard Code of Train Rules, 
can a light engine running as first section of regular train 
No. 2 (a mixed train) be given an order by the dis- 
patcher to run ahead of time? 

Answer. — The Standard Code does not provide for the 
running of a regular train ahead of time. In the opinion 
of the committee, the practice should not j)e permitted. 

314 



STATION AND TRAIN WORK 315 

RIGHTS OF TRAINS IN YARD LIMITS. 

Where yard limits are defined by yard limit boards, 
does it authorize yard engine, or in fact any train within 
those limits, to occupy main line on the time of same or 
superior class trains without protection ? For example : 
Extra arrives at station where yard limits are defined by 
yard limit boards. Can it proceed with its work in yard 
limits without protection on the time of regular trains ? 

Answer. — No. 

Ruling Sept. 24, 1900. 

YARD ENGINES. 

Is it supposed to be understood that yard engines will 
conceal their headlights when they are working on tracks 
in yards adjacent to the main track? I do not find where 
this question has been discussed and will thank you for 
any information you can give me on the subject. We 
have discussed the question several times at our local 
meetings, but are undecided whether headlights of switch 
engines in yards should be concealed or not. 

Answer. — Yard engines under the rules are not re- 
quired to conceal the headlights in yards. 

Ruling Sept. 24, 1900. 

RULE 82. 

Under Rule 82. A train scheduled to arrive at B at, 
say 10:00 a. m., leaves B at 10:30 a. m. and to arrive at 
Cat 11:00 a. m., fails to reach B before 10:00 p. m. and 
flags itself to B. Has it a right under the rules to pro- 



316 RULES FOR MOVEMENT OF TRAINS 

ceed to C provided it can leave B before 10 130 p. m. and 
arrive at C at or before 1 1 :oo p. m. ? 

Answer. — No; unless authorized by train order. 

Ruling Sept. 24, 1900. 

REGULAR TRAINS PASSING. 

Say a local freight, No. 1, was scheduled at B to ar- 
rive at say 9 :oo o'clock and leave at 9 130. A through 
freight, No. 3, of the same class and running in the same 
direction, scheduled to pass B at 10 :oo o'clock. If No. 3 
fkids No. 1 at B at 10:00 o'clock, or at any time there- 
after, and not ready to leave, can No. 3 run ahead of 
No. 1 without train orders ? 

Answer. — No; unless No. 1 is disabled. 

Ruling Sept., 1900. 

EXTRA TRAINS PASSING. 

When an extra overtakes another extra, has it a right 
to pass the first extra without orders ? 

Answer. — One extra has no right to run around an- 
other extra moving in the same direction without special 
orders. 

Ruling Sept., 1900. 

RULE 17 (NEW RULE 3). 

We have seven branches on which one or more of the 
crews start in the morning from the end of the road, 
come to the junction point with the main line and return 
to the end of the road in the afternoon. It is our inten- 
tion to have standard clocks at junction points, and I 



STATION AND TRAIN WORK 317 

would be pleased to know if we would be conforming to 
the rule by having the men regulate their watches when 
they arrive at the junction point, or whether we should 
have a standard clock at t&e end of each of these branches. 

Answer. — The committee decides that it would be en- 
tirely in conformity with the spirit of the rule to put 
standard clocks at the junction points, covering the same 
by special instruction.. 

Ruling March 19, 1902. 

19 ORDER. 

Can a 19 form of train order be used in moving trains 
whose rights might thereby be restricted? It is not con- 
sidered good practice to use this form of order, will you 
kindly advise the purpose of showing "X" response on 
the Standard train order blank for this form of order? 
Heretofore, our company has not used a 19 order for a 
train whose rights would be restricted thereby. 

Answer. — Yes; but the restriction of the use of the 
19 order by any road so desiring, is permissible under the 
standard code. 

RULE 210 AS TO OK. 

Under Rule 210, should train dispatcher acknowledge 
repetition of a train order by the operator by giving OK? 

Answer. — In reply to this question, the committee is of 
the opinion that while there is no objection to the use of 
the OK as suggested, the rules do not require it. It was 
considered by the committee not to be necessary for the 
safety of operation, and was, therefore, omitted. 

Ruling 1902. 



318 RULES FOR MOVEMENT OF TRAINS 

31 ORDER. 

Order No. 50, sent June 30th, at 10:15 p. m., for en- 
gine 15 to run extra A to Z OK given at 10:20 p. m. I 
will ask if this order given June 30th and OK at 10:20 
p. m. signed and made complete July 1st 12:15 a - m -> was 
sufficient orders for the train to move? Or, in other 
words, does the fact that this order was placed on June 
30th and OK'd on that date and not signed for three 
hours, which put it in another month (July) and com- 
plete given at 12:15 a. m., made it of no value? 

Answer. — A train order is in effect when it has been 
repeated or "X" response sent as provided in Rule 214. 
Train orders once in effect continue so until fulfilled, 
superseded or annulled as per Rule 220. 

RULE 3. 

1. The schedule leaving time of train 800 at Dover, a 
terminal station, is 1 :io p. m. The schedule arriving 
time of train 801 at Dover is 1 :io p. m. Is Dover a regu- 
lar meeting or passing point for those two trains, and is 
it to be indicated on the time-table in full faced type? 
Trains 800 and 801 are first-class trains, No. 800 being 
the train of superior right. 

2. The schedule leaving time of train 800 being 1:11 
p. m. and the schedule arriving time of train 801 being 
1 :io p. m., is Dover still to be regarded as a regular meet- 
ing or passing point and full-faced type used? If the 
response to the second query be "yes/' then what differ- 
ence in the leaving and arriving times will warrant us in 
regarding D'over as no longer the regular meeting or 
passing point? 



STATION AND TRAIN WORK 



319 



Answer. — In response to the first question, the com- 
mittee's answer is '/yes/' and to the second question, 
"no." 

NEW TIME TABLE. 

"A" contends that under Standard Rule 4 (b) a train 
on the old time table due at a division terminal prior to 
the new time table takes effect and failing to make such 
division terminal by the time new card becomes effective 
loses its right and class, and cannot assume the rights of 
corresponding number on new time table. 

"B" contends that its time at division terminal has no 
bearing on the rule, and that such train can assume the 
rights and time of corresponding number on new card. 

A ruling on the above will be appreciated. 

Answer. — Under Rule 4 (b) the train in question 
would retain its train orders and take the schedule of the 
train of the same number on the new time table. 

NEW TIME-TABLE. 

No. 1 runs daily, except Sunday, on both the old and 
the new time-table. The new card takes effect 12:01 
a. m. Sunday. No. 1 leaves A 7 :oo a. m., arrives at ter- 
minal F 7:00 p. m. At 12 o'clock Saturday night No. 1 
is at D, has No. 1 any right to complete their schedule on 
Sunday — they not being represented to run until Monday 
— or is it your opinion train should be given orders to 
proceed as an extra ? 

Answer. — Yes. Rule 4-B authorizes a train to retain 
its train orders, and take the schedule of the train of the 
same number on the new time-table. Rule 82 permits 
No. 1 to be on the road until it is twelve hours behind its 
schedule time. 

Ruling March 19, 1902. 



320 RULES FOR MOVEMENT OF TRAINS 



NEW TIME-TABLE. 

Train No. I, under the old time table, leaves B at 10:00 
a. m. The new time table takes effect at 10:00 a. m., 
June 1st. On the new time table No. i leaves B at 9:00 
a. m. and C at 10 :oo a. m. Does the new time table pro- 
vide for No. 1 between B and C on June 1st, or is the 
train annulled? If annulled, is it annulled only between 
B and C or is it annulled from B to the end of the divi- 
sion? If not annulled, should No. 1 consider itself one 
hour late and govern itself accordingly? 

Answer. — In reply to this question, the committee 
would say that, should an instance occur as stated, the 
plain duty of the superintendent is to conform to Rule 2, 
and issue special instructions to provide for such a con- 
tingency, as it can only affect the train for one day. 



RULE 4-B. 

I am not satisfied with the American Railway Associa- 
tion time table Rule 4-B ; at least, I have some misgivings 
as to whether it reads the way it should in order to con- 
vey the meaning that I believe it is intended of the com- 
mittee to convey. The first instance completely elimi- 
nates the preceding time table. The next sentence states 
that "a train of the preceding time table (which has been 
Suspended as per the first sentence) shall retain its 
train orders/' etc. I am preparing a new book of train 
rules, and I wish to submit to the committee my substi- 
tute for their Rule 4-B, and expect to change standard 



STATION AND TRAIN WORK 321 

Rule 4-B to read as below, unless the committee can give 
me some good reason why my wording of the rule is not 
better, or at least as good, as the committee's Rule 4-B. 
In my opinion, my substitute covers the ground more 
fully. Our suggestion is that this rule should read as 
follows: "Each time table from the moment it takes 
effect, supersedes the preceding time table ; but each train 
on the new time table shall retain the train orders and 
take the schedule of the train of the same number on the 
old time table. A train running in accordance with the 
schedule of the new time table which had not the same 
number on the preceding time table shall not run on any 
division until it is due to start from its initial point on 
that division after the time table takes effect." 

Answer. — It is undesirable to change Rule 4-B in the 
Standard Code, since the language clearly defines the 
action necessary. 

Ruling March 19, 1902. 



RULE 14 (K). 

To call the attention of trains of the same or inferior 
class to signals displayed for a following section. 

Engine steam whistle 14 (k) is to call the attention of 
the same or inferior class (only) to signals displayed for 
a following section. 

If, therefore, No. 23, a second class train, which is dis- 
playing signals for a following section, receives an order 
as per Train Order Form A, in which order no particular 
sections of No. 23 are specified, and, therefore, as per 
rule 218, all sections are included, to meet No. 4, a first- 
class train, at B, No. 23 is not required, as No. 4 is a 



322 RULES FOR MOVEMENT OF TRAINS 

train of superior class, to give whistle signal 14 (K) to 
it at B. 

Is it not as important in such a case that whistle signal 
14 (k) be given to a train of superior class as to a train 
of the same or inferior class ? 

Answer. — Whistle signal 14 (k) is merely an auxiliary 
requirement, and the identity of trains is not dependent 
thereon ; therefore it is non-essential, and might be dis- 
pensed with altogether without jeopardizing safety of 
operation. 

In the opinion of the committee it would be objection- 
able to extend its application to superior trains for the 
reason that the great increase of whistling that would 
result therefrom would be seriously annoying to passen- 
gers, particularly at night. 

In framing Rule 14 (k) the committee relied upon the 
provisions of Rule 218, which, in the case referred to, 
would require the conductor of No. 4 to find out and meet 
all the sections of No. 23. 



RULE 206. 

When there are two or more engines coupled to an 
extra tr^in, which engine number should be used to desig- 
nate the extra train under Rule 206? Rule 22 prescribes 
that the leading engine shall display the green or white 
signals, but the question is whether the number of the 
leading engine should be used to designate the extra 
train. 

Answer. — The recommendation of the committee is 
that the number of the leading engine should be used. 

Ruling Sept. 24, 1900. 



STATION AND TRAIN WORK 323 



ARRIVING TIME. 

Referring to Rule 92, second clause. A train must not 
leave a station in advance of its schedule leaving time. 
In consideration of this rule by the Committee on Train 
Rules, kindly advise if it was understood that a train 
would have the right to go to a station in advance of 
schedule leaving time or in advance of time shown in 
time table when it was understood that such time was 
leaving time. Under this rule it is possible for a freight 
train to leave a station on time at schedule leaving time 
and reach the next station in advance of schedule leaving 
time. Some of our division superintendents want to 
make the rule that where only one time is shown at a 
station that it should be both arriving and leaving time, 
in order to prevent train from coming to station ahead 
of schedule leaving time. 

Answer. — Unless the arriving time is shown there is 
nothing in the Standard Code to restrict a train from 
arriving at a station ahead of its leaving time. 

Ruling Sept. 24, 1900. 



CLEARANCE CARD. 

It is suggested that the Standard Code clearance card 
be changed so as to show the numbers of train orders 
delivered to the trains receiving the card. So that if any 
question should arise as to whether or not an order, pos- 
sibly an 19 order which was not signed for, was deliv- 
ered, the clearance can be produced as an actual record 
of the delivery or non-delivery. 



324 RULES FOR MOVEMENT OF TRAINS 

Answer. — The clearance card as printed in the Stan- 
dard Code, gives all the information necessary. The re- 
quirement of further information might lead to error on 
the part of the operator. 

i 

PILOT. 

The responsibilities of a pilot are the same as the re- 
sponsibilities of the engineman or conductor, or both, 
whom he pilots. 

DIRECTION. 

The American Railway Association recommends that 
odd numbers shall be given west and southbound trains, 
and even numbers to east and northbound trains. 



COLOR. 

Recommend that no cross-arm or telegraph poles be 
painted red or green. 

BLUE SIGNAL. 

A question has been asked in regard to Rule 38 (pres- 
ent Rule 26), as to whether or not it is intended to cover 
the case where a fireman or some one else is underneath 
an engine, cleaning out the ashpan, etc. 

Answer. — The committee would state that the rule is 
only intended to protect car inspectors at work under or 
about the car or train, and, while admitting the force of 
the suggestion to protect the fireman or other persons 
under the engine cleaning out the ashpan, etc., the com- 
mittee finds so many other cases where it is dangerous 



STATION AND TRAIN WORK 325 

to move the car or train that it will be impossible to 
modify the rule to cover all the cases, and thinks it is a 
proper matter for each superintendent to formulate 
special rules to cover the particular exigencies on his 
division. 

SWITCH LIGHTS. 

A letter was submitted in regard to the proper color to 
be used for switch lights. It is the unanimous opinion of 
the committee that red and white are the proper colors, 
but it has purposely omitted any mention of the same in 
the Rules, believing that the signification of the colors 
determines same, there being no question about the use 
of red for open switches. If white is used, it means that 
there is no restriction as to speed unless otherwise or- 
dered. If green is used, it means that caution is to be 
used, and it is a signal to go slow. 

FORM A. 

Assuming that a road is working under Standard Rule 
for single track, and is double track between A and B, 
single track between B and Q and double track between 
C and D. 

In case order is issued: "Engine i will run extra A 
to D and meet No. 2 at C." Will it be necessary for 
extra 1 to wait at C until No. 2 arrives, in the absence of 
any orders regarding No. 2 using the track which 
extra 1 would use under time table rules C to D, both 
B and C being register points, so that No. 2 would know 
that extra 1 had arrived at C ? 

Answer. — In answering, attention is called to the fact 
that the inquiry is based on the use of a wrong form of 



326 RULES FOR MOVEMENT OF TRAINS 

order, and therefore is not one which the committee can 
rule on. An order as per Form C should have been used, 
reading : "Extra I has right over No. 2 B to Q" 
Ruling Sept. n, 1901. 



FORM A AND C. 

I would be pleased to have a ruling as to the proper 
interpretation of the following train orders : At A extra 
375 receives order No. 50 to meet No. 25 at B. Upon 
arrival of extra 375, at B, conductor was proffered order 
No, 51, giving him right over No. 25 to C. Conductor 
refused to accept order No. 51 until order No. 50 had 
been annulled. The dispatcher proceeded to annul order 
No. 50, completing order No. 51, then extra 375 pro- 
ceeded towards C. Previous to annulment of order No. 
50 to extra 375 at B, No. 25 had received and accepted 
both orders, Nos. 50 and 51, at B, and had departed. 
Having in their possession tw r o orders, neither of which 
had been annulled to them, and with no intervening tele- 
graph station between D and C, upon their arrival at C 
they proceeded towards B and met extra 375 on main 
line. The mistake of the dispatcher is unquestioned. 
What I desire to have your ruling on is as to the manner 
in which No. 25, with two orders, should have observed 
them. In other words, should No. 25 have attempted to 
pass C before the arrival of extra 375, and if so, in what 
manner? 

Answer. — In the opinion of the committee No. 25 
should not have passed C before the arrival of extra 375. 

Ruling Sept. 21, 1904. 



STATION AND TRAIN WORK 327 



FORM B. 

The question has been asked me whether train ordei 
Form B (3) gives the first-named train the right to run 
on time of the second-named train, and if so, under what 
regulations ? 

Answer. — Yes ; under the restrictions as given in the 
last paragraph of Form E. 

Ruling Sept. 24, 1900. 

FORM C. 

There has recently been considerable discussion among 
transportation men in this locality embracing several of 
the larger railroads, in regard to Form C, and by a num- 
ber it is stated that this rule is not clearly understood, 
although embodied generally in all Books of Rules. 

We think we understand all but the last paragraph, 
wherein it specifies, that if the second named train, "be- 
fore meeting," reaches a point within or beyond the 
limits named in the order, the conductor must stop the 
other train. where it is met and inform it of his arrival. 

We do not see how the second train can get beyond the 
limits without a second order making a meeting point or 
in some similar manner advising the first named train of 
the identity of the second train. If so, this necessity for 
stopping and advising what train it is appears to us to be 
superfluous. 

The special point in this paragraph is the words "before 
meeting," which causes difference of opinion. 

Answer. — Form C was formulated for the purpose of 
reversing the superiority of trains, the inferior train be= 
coming superior within the limits named in the order. 



328 RULES FOR MOVEMENT OF TRAINS 

The intention is that the second named train may con- 
tinue until it meets the first named train, clearing it 
properly within the limits named in the order. 

Ruling March n, 1903. 

The paragraph to which reference is made is intended 
to insure the identification by the first named train of 
the second named train wherever they may meet, so that 
the first named train may continue beyond the limit 
named in the order. 



SUPERSEDING AN ORDER. 

What is the general practice where rights are extended 
as well as shortened ? For example, Order No. 1 : 
No. 1 has right over No. 2 A to D. Order No. 2 : No. 1 
has right over No. 2 to G, would you say No. 1 has the 
right over No. 2 to G instead of D? 

Answer. — The examples here given are not in accord 
with the Standard Code practice. The question may be 
answered by simply quoting from the Standard Code the 
forms therein provided, and which should be used : 

Form C, Order No. 1 : No. 1 has right over No. 2 
A to D. Form P, Order No. 2: No. 1 has right over 
No. 2 A to G instead of D. 

Ruling Sept. 21, 1904. 

MEETING POINT. 

We have recently had a bad accident that occurred 
through an engine man overlooking his meeting orders 
and inability of the conductor to stop the train. * * * 
Feeling the necessity for a rule requiring communica- 
tions between conductors and engine men of passenger 



STATION AND TRAIN WORK 329 

trains, I have prescribed the following for use on our 
lines, * * * and I would bring to the attention of 
the Association the necessity of incorporating some such 
signal in the Code Rules: "Conductors of passenger 
trains when approaching meeting points, whether by 
schedule or train order, must in all cases give two long 
and one short blast of the air whistle, as notice to the 
engine man that the train is approaching a meeting point, 
and the engine man must promptly acknowledge his 
understanding of the same as provided in Rule 14-G. 

Answer. — Rule supplementary to the Code may be 
formulated by railways upon which the conditions of the 
service are not fully met by the Code Rules, when such 
supplementary rules are in accordance with the principles 
of the Code. The committee does not deem it wise to 
incorporate in the Code rules which are of special appli- 
cation to the requirements of particular railways, and 
objectionable for use on other railways, upon which it 
may be advisable and proper to provide for conditions in 
a different manner. 

Ruling March 19, 1902. 

FORM E. 

No. 1 is instructed to run 10 minutes late New York to 
Rochester ; they pass Syracuse 10 minutes late, which is 
the last station they are timed at east of Rochester, 
which is the leaving time, and, consequently, there is no 
time for them to arrive 10 minutes late by. Their run- 
ning time from Syracuse is slow enough to enable them 
to make up this 10 minutes and be ready to leave Roch- 
ester on time, or within one or two minutes of it, and as 
their order expired as soon as they arrived at Rochester, 



330 RULES FOR MOVEMENT OF TRAINS 

what prevents them from leaving Syracuse 10 minutes 
late and arriving at Rochester at their leaving time, they 
have no arriving time and its being generally understood 
that train is due to reach next station (if no arriving is 
given) as soon as they can get there after leaving the last 
station as ordered or required by schedule. 

Answer. — No. i with an order to run 10 minutes late 
New York to Rochester, should leave all intermediate 
stations 10 minutes late, and arrive at Rochester (as no 
arriving time is shown there) as much ahead of its leav- 
ing time as it would be permitted to do when running 
without an order, that is to say, the only difference this 
order makes is that the figures on the time table are 
changed 10. minutes later between the points specified in 
the order, and, as there is only one time given at Roch- 
ester, which is the leaving time, the order practically ex- 
pired when the train left Syracube. 



, FORM E. 

Under example I, Form E, special East leaves Omaha 
with an order that No. I will run 30 minutes late New 
York to Chicago. Will this give the special until 3 125 to 
reach Chicago, or must they reach there at 2:55? If 
they must reach there by 2:55 of course they are not 
aided any against No. 1 by the order, as they have a right 
to go there at 2:55, 3 o'clock being the leaving time of 
No. 1. It is argued that No. i's order has expired on her 
arrival at Chicago 30 minutes late, at 3 o'clock, and has 
nothing to do with her leaving at 3 K or 3 :o%, provided 
her work is done, or she has none to do, and of course, in 
this event the special would not be helped any by the 



STATION AND TRAIN WORK 331 

order. A great many conductors have said they would 
run against No. i until 3 125 to make Chicago. 

Answer. — Inasmuch as the order delivered to the 
special at Omaha did not control the movement of No. 1 
west of Chicago, the order could not have been used by 
the special until after its arrival at Chicago. It was 
therefore an improper order to issue to move the special 
from Omaha to Chicago. If it was the purpose to move 
the special to Chicago against No. 1 the order prescribed 
in No. 2 (now No. 3), Form E, should have been used. 
In the opinion of the committee the issuing of this order 
as stated, gave rise to the difficulty which the gentleman 
mentions. 

FORM E. 

The question has been raised whether, under "Form 
E, Example 2," of the rule governing forms of train 
orders, a train can properly be held at more than one 
point in one order for the same opposing train. 

For instance : No. 1 will wait at A until 2 140 p. m. for 
No. 2, and will wait at B until 3 :oi p. m. for No. 2. 

Form E does not specifically authorize such an order. 

Answer. — The reply of the committee is that under the 
Revised Code, Form E, Example 3, a train can properly 
be held at more than one point in one order for the same 
opposing train. 

Ruling Sept. 24, 1900. 

FORM F. 

Please refer to Form F, Standard Code, which reads 
as follows: Engines 70, 85 and 90 will run as 1st, 2d and 
3d No. 1, London to Dover. 



332 RULES FOR MOVEMENT OF TRAINS 

In the event that it is desired to cut out the second 
section of No. I at Chatham, would it be necessary under 
the rule to give notice of such change to Engine 70, rep- 
resenting first section of that schedule? 

The above proposition has brought out considerable 
discussion among our local people here, and I am desirous 
of having the Committee on Train Rules pass upon the 
question. 

Answer. — When this form of the order is used the first 
section should have a copy of the order annulling the 
second section. 

Ruling Sept. 24, 1900. 

FORM G. 

Will you kindly say if special trains should carry a 
white signal? There is a wide difference of opinion on 
the subject, and I respectfully refer the mattejr to you. 

Answer. — A train running under example 1, Form G, 
would carry the white classification signals, because it is 
a train not represented on the time table, and is therefore 
an extra train. A train running under example 2 (this is 
the form used for running a train on a schedule and mak- 
ing it a supplement to the time table; it is no longer a 
Standard Code example), Form G, would not carry the 
white classification signals, because the order expressly 
states that its schedule is a supplement to the current 
time table, and therefore makes it a regular train. 

Ruling Sept. 24, 1900. 

FORM G. 

I beg to submit to the Committee on Train Rules the 
following inquiry, in regard to Form G, Extra Trains, 
under example (1) : Engine 99 will run extra, Berber 
to Gaza. 



STATION AND TRAIN WORK 333 

Supposing Gaza to be a way station, to which point 
within the somewhat indefinite limits of Gaza, does the 
order give the extra the right to run? 

A definite ruling on this point seems important, espe- 
cially when we consider that it is perfectly competent for 
the train dispatcher to give an extra running in the oppo- 
site direction a similar order from some other point to 
Gaza, and that, so far as the rules provide, neither extra 
would have any information as to the destination or ex- 
istence of the other. 

Answer. — Presuming that Gaza is an intermediate sta- 
tion on a division, the order gives the extra the right to 
run to the entrance switch of the siding and clear the 
main track. 

Ruling Sept. 24, 1900. 

FORM H. 

Under Form H, paragraph f, is a work train author- 
ized to flag against all regular trains? (The Form H, 
paragraph d, of the new rules.) 

Answer. — The form does not permit a work train to 
occupy the main line until the arrival of regular trains, 
but it does permit a work train to occupy the main track 
until the arrival of an extra from either direction by 
properly protecting itself. 

ANNULLING A SECTION. 

After a section of a train has been run over one por- 
tion of a road, and that annulment of the section issued, 
would it be competent to run the same section of the same 
train over a different portion of the road? That is, if 
three sections of No. 23 are started out from A and at 



334 RULES FOR MOVEMENT OF TRAINS 

C the order is issued 3d 23 is annulled from C, could 
there be a 3d No. 23 run from D to E? An intermediate 
section can be annulled and following section take that 
section's number from where the change is made, but in 
that case the conductor or engine number is mentioned 
as being annulled as 3d section. 

Answer. — Assuming the points named are all in the 
same dispatching division, the answer is No. Under the 
last paragraph of Form K, which reads, "When a train 
has been annulled it must not be again restored under its 
original number by special order." 

I am in receipt of the report of the Committee on Train 
Rules of the American Railway Association, New York, 
October 6th. I find an inquiry submitted in regard to 
annulling a section of a train to which the committee re- 
plied, "No." While I admit that the inquiry was> prob- 
ably not put as it should have been, I do think that the 
committee should have made itself plain, as that ruling is 
going to confuse almost all roads which are endeavoring 
to follow out the ruling of the Train Rule Committee. I 
would like to ask, for instance, if Engine 214 was 3d No. 
23, and from some cause was disabled at B, what is to hin- 
der the dispatcher from annulling Engine 14 as 3d No. 23 
at B, and when he gets a relief engine, 216, to that point, 
giving it an order to run as 3d No. 23 from B to the 
point to which signals are carried by the leading section? 
Of course the committee had in mind that if 3d No. 23 
was annulled from B the train could not be represented, 
but as long as the signals were carried beyond that point 
and intermediate train not notified, I would like to ask, as 
information, why 3d No. 23 could not be represented by 
another engine? 



STATION AND TRAIN WORK 335 

Answer. — There is nothing to hinder the dispatcher 
from annulling 3d No. 23, but the change of an engine 
does not necessarily involve such annulment. 

DOES NOT SUPERSEDE. 

Suppose an order is issued to No. 1 at A and No. 2 
at C, reading : "No. 1 will wait at B until 5 :oo p. m. for 
No. 2." No. 1 being the superior train. Subsequently 
an order is issued to No. 1 at B and No. 2 at C, reading : 
"No. 1 and No. 2 will meet at C." Does the latter order 
cancel the previous time order? 

Answer. — The committee refers to the first paragraph 
of Rule 473. (Now Rule 220.) "Train orders once in 
effect continue so until fulfilled, superseded or annulled." 
Therefore, if the train order had not expired at B, then 
that order must be annulled before the meeting order 
would be effective. Under the conditions named the sec- 
ond order should preferably read, "Order No. — is an- 
nulled. No. 1 and No. 2 will meet at C." 



RULE 210. 

An operator repeating a train order to the dispatcher, 
which was sent by him, and, while repeating it the con- 
ductor and engineman both sign the order, and after the 
order is repeated and without stopping to receive "O. K." 
from dispatcher, the operator sends in signature of con- 
ductor and engineman. Is such an action in accordance 
with the ruling of your committee or should the operator 
stop, after repeating the order, and wait for O. K. from 
dispatcher before sending the signatures of the conduc- 
tor and engineman? If there is no objection to the opera- 



336 RULES FOR MOVEMENT OF TRAINS 

tor repeating the signatures-, should the dispatcher give 
"O. K. and complete'' at the same time? The point 1 I 
wish to make clear is whether or not the blank on the 
bottom of standard "31" order, reading, "Time received/' 
"O. K./' "given at" should be filled in each case. 

Answer. — The committee ruled that the conditions 
mentioned in the letter are plainly in violation of Rule 
459 (this rule has been modified and is now rule 210), 
and the operator should wait for the O. K. from dis- 
patcher before sending the signatures of conductor and 
engineman. 

WORK TRAIN. 

"No. 40 and work extra 237 will meet at Rome." At 8 
p. m. on the expiration of the work limits, work extra 
has not reached Rome. How are both trains to be gov- 
erned after this hour ? 

Answer. — No. 40 could not pass Rome without orders, 
and if work extra 237 had orders to work only to 8 p. m., 
it has no right to the track after that hour. Under the 
circumstances, the Form E should have been used. 



REVERSE MOVEMENT. 

In running a train over opposite track it is necessary 
or customary to state the cause, as "northbound track ob- 
structed," etc., or simply give 19 order to trains to use 
that track, and when they receive orders to use the oppo- 
site track do they understand that they are governed by 
single track rules? That is, they are superior to trains 
which, under the time table rules, they would be superior 
to on single track and inferior to trains which they 



STATION AND TRAIN WORK 337 

would be inferior to under single track rules while run- 
ning on that track? 

Answer. — The committee does not consider it neces- 
sary to state the cause. 

Ruling Sept. n, 1901. 



SIZE OF BLANK. 

Is there any objection to using form of train order 
book size 7^ x io^4 inches beyond perforated line at top, 
and J 1 /* xn^ inches over all? 

Answer. — The committee believes that the form rec- 
ommended in the Standard Code is best suited for the 
use of railroads generally. Larger blanks are permissi- 
ble, but in the opinion of the committee, are undesirable. 

RULE 92. 

It has been suggested to me that Rule 92, of the Code, 
is incomplete without the addition of an explanatory 
cause, such as follows : "Under this rule it will be under- 
stood that where the inferior train is shown to arrive on 
the leaving time of the superior train, or where a train 
is shown to arrive on the leaving time of a train of the 
same class, the inferior train has the right to arrive five 
minutes before the time shown." 

I should be glad to have the benefit of the expression 
of the opinion of the Committee on Train Rules on this 
matter. 

Answer. — Where the arriving time of a train is the 
same as the leaving time of an opposing superior train, 
the inferior train has not the right to arrive before the 



338 RULES FOR MOVEMENT OF TRAINS 

arriving time shown. (See Rule 92.) The arriving 
time, when shown, should provide for the clearance re- 
quired by the rules. 

Ruling March 11, 1903. 



RULE 18. 

Our suggestion is that Rule 18 should read as follows : 
"Yard engines will display a reflecting light to the front 
and rear by night. When not provided with a reflecting 
light at the rear, two white lights must be displayed. 
Yard engines will not display markers. " We think this 
suggestion is better than to say, "Display a head-light to 
the rear." At least, this is the way we propose to publish 
it in our new book of rules. 

Answer. — The term "head-light" as used in Rule 18 is 
simply employed in its technical sense and is intended to 
describe a pattern of lamps, and not the special direction 
in which the light may be displayed. 

Ruling March 19, 1902. 

FORM E. 

No. 2 is due at A N i p. m., C 1:15 p. m., D 1 130 p. m. 
No. 2 is given an order to run 30 min. late A to D. 
Can No. 2 arrive at C or D ahead of this time? 

Answer. — The train receiving this order will run with 
respect to this latter time, as before required to run with 
respect to the regular schedule. 

Ruling March 19, 1902. 

The interpretation of the definition of "yard" as set 
forth in the standard rules, and the matter of proper 
regulations concerning movements within defined yard 



STATION AND TRAIN WORK 339 

limits are questions now being fiercely discussed and 
agitated on railroad lines of this vicinity. 

It is contended that the definition of "yard" provides, 
broadly speaking, that the Time-Table, Rules Governing 
Movement of Trains and Rules for Movement by Train 
Orders have no jurisdiction or authority in yards. In 
other words, a yard is a fenced-up baseball park, and 
all movements made within the same by trains, yard en- 
gines, light engines, etc., shall be made subject to the 
regulations governing this particular yard, and that the 
Time-Table, Rules Governing Movement of Trains, and 
Rules for Movement of Trains by Train Orders shall 
absolutely cease the instant a train arrives at the "base- 
ball park" fence — or rather, the "main line" ceases at 
this point. 

On the other hand, it is contended that the Time- 
Table, Rules for Movement of Trains, and Rules for 
Movement by Train Order govern in yards as well as 
at other stations, except to the extent that they might 
be modified, restricted, superseded or annulled by spe- 
cial instructions relating— to all or individual yards. 

The circumstances in question are as follows : Our 
special instructions governing Movements in Yards pro- 
vide that all trains, yard engines, etc., must proceed un- 
der control within yards. 

Another special instruction defines "Under Control" 
as being able to stop within the distance the track is 
seen to be clear. Under these instructions yardmen 
maintain they have as much right within this Mystic 
Circle as a- passenger train, or any other train or engine, 
and without flag protection, etc., notwithstanding the 
rules for Movement of Trains provide that inferior 
trains, etc., shall clear the time of superior trains, etc. 



340 RULES FOR MOVEMENT OF TRAINS 

The yard crew also object to being referred to as a 
"train" in any shape, manner or form, and give this 
as another reason why rules for movement of trains 
and for movements by train orders are not applicable 
to yard engines — and for no other reason than that a 
yard engine is not a train. The crew state, however, 
that they expect to keep out of the way of all impor- 
tant trains as much as possible, and endeavor to give 
them a clear track at all times, avoiding delay, etc., on 
the other hand, they expect all these trains to be under 
control, thus avoiding the necessity of flag protection 
on the part of yard crews, and also as a matter of pro- 
tection to the trains themselves in case they should find 
their progress obstructed by switch engines, cars or 
otherwise in yards. 

Another question is put up about as follows: The 
Time-Table, Rules for Movement of Trains, and Rules 
for Movement by Train Orders, have authority in any 
yard, and in this particular yard we find the customary 
regulation, providing that all trains shall proceed un- 
der control within the same, etc. Now, we will as- 
sume that this yard is located in Buffalo*, and we find 
a special train running from Chicago to New York, 
through Buffalo, and with it a train order giving it right 
0ver all trains. 

Does this order give it right to proceed through Buf- 
falo yard regardless of other trains, yard engines, etc.? 
If so, then it necessarily follows that the train dispatcher 
must receive an acknowledgment from all yard engines, 
etc., at Buffalo, before he can permit the special train 
to pass through that place. 

Of course you understand I am referring to single 
track yards, because we have practically no double track. 



STATION AND TRAIN WORK 341 

Personally, I am decidedly of the opinion that a "yard" 
should be operated entirely independent of the "Main 
Track, " and there should be rules for this independent 
operation in the same manner that we have independent 
rules for operating double track, block signals, etc. I 
am also of the opinion that under the definition "Yard" 
it is intended that the Time-Table, Rules for Movement 
of Trains and Rules for Movement by Train Orders 
should not govern, and that each railroad company is to 
provide its own regulations for movements within yards, 
however, it is not exactly plain in this respect, and on 
this account there is room for much good argument pro 
and con. 

Of course you understand in this country it is not 
always possible to lay out yards to the best advantage 
in the way of obscured views, etc. 

On the other hand, nearly all our yards contain many 
curves, and view is often obstructed by rock bluffs, 
mountain sides, etc. 

Will you kindly set us right in the premises? 

Answer. — The Standard Code definition of a yard is: 

"Yard. A system of tracks within defined limits pro- 
vided for the making up of trains, storing of cars and 
other purposes, over which movements not authorized 
by time-table, or by train orders, may be made, subject 
to prescribed signals and regulations." 

Nothing in this definition contemplates the abrogation 
of the authority of trains to move on the main track. 

Special instructions authorized by or in force on any 
railroad are matters of detail for that railroad, and are 
not intended to be covered by Standard Code rules. 
The difficulty here appears to be caused by incomplete 
special instructions governing movement in yards. The 



342 RULES FOR MOVEMENT OF TRAINS 

definition for a yard being interpreted to include a main 
track — 

A yard engine is not a train within the meaning of 
the Standard Code, it having no authority to move 
upon a main track unless specially authorized — 

The hypothetical case of a special train tunning from 
Chicago to New York passing through Buffalo yard and 
holding a train order giving it right over all trains, can 
best be answered by quoting a new rule which the com- 
mittee on train rules has recommended to the association 
for adoption as follows : 

"93- Within yard limits the main track may be used, 

protecting against class trains class and 

extra trains must move within yard limits prepared to 
stop unless the main track is seen or known to be clear. 

With this rule in force there can be no question about 
the movement of a special train through Buffalo yard. 

The adoption of new rule 93, in connection with defi- 
nition of a yard will answer the various questions and 
clear the situation. 

Ruling March 21, 1906. 



STANDARD CODE OF THE AMERICAN RAILWAY ASSOCIATION 

INTERLOCKING RULES 
Adopted October 24, 1900 

DEFINITIONS. 

Interlocking. — An anangement of switch, lock and 
signal appliances so interconnected that their movements 
must succeed each other in a pre-determined order. 

Interlocking Plant. — An assemblage of switch, lock 
and signal appliances, interlocked. 

Interlocking Station. — A place from which an inter- 
locking plant is operated. 

Interlocking Signals. — The fixed signals of an inter- 
locking plant. 

Home Signal. — A fixed signal at the point at which 
trains are required to stop when the route is not clear. 

Distant Signal. — A fixed signal used in connection 
with a home signal to regulate the approach thereto. 

Dwarf Signal — A low fixed signal. 

RULES. 



Signal 


Occasion for Use 


Indication 


Name 


Color 


The signal will be 
displayed when 


For enginemen 
and trainmen 


As used in rules 


(a) Red 


Route is not clear 
Route is clear 


Stop 
Proceed 


Stop-signal 
Clear-signal 


\°) 



343 



344 RULES FOR MOVEMENT OF TRAINS 

Where the semaphore is used, the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by 
positions : 

Horizontal as the equivalent of (a). 

Vertical or Diagonal ; * as the equivalent of (b). 

Note to Rule 601.— * Angle above or below the horizontal. 

602. Interlocking signals, unless otherwise provided, 
do not affect the movements of trains under the time- 
table or train rules; nor dispense with the use or the 
observance of other signals whenever and wherever they 
may be required. 

SIGNALMEN. 

611. The normal indication of Home Signals is Stop. 

612. Levers, or other operating appliances, must be 
used only by those charged with the duty and as directed 
by the rules. 

613. Signal levers must be kept in the position giv- 
ing the normal indication, except when signals are to be 
cleared for an immediate train or engine movement. 

614. When the route is clear the signals must be 
cleared sufficiently in advance of approaching trains to 
avoid delay. 

615. Signals must be restored so as to give the nor- 
mal indication as soon as the train or engine for which 
they were clear has passed . 

616. If necessary to change any route for which the 
signals have been cleared for an approaching train or 

General Note. — The Committee has found it desirable to 
leave blanks ( ) in certain rules to be filled by each com- 
pany adopting them, as may best suit its own requirements. 



STATION AND TRAIN WORK s 345 

engine, switches must not be changed or signals cleared 
for any conflicting route until the train or engine, for 
which the signals were first cleared, has stopped. 

617. A switch or facing point lock must not be moved 
when any portion of a train or an engine is standing on, 
or closely approaching, the switch or detector bar. 

618. Levers must be operated carefully and with a 
uniform movement. If any irregularity, indicating dis- 
arranged connections, is detected in their working, the 
signals must be restored so as to give the normal indica- 
tion and the connections examined. 

619. During cold weather the levers must be moved 
as often as may be necessary to keep connections from 
freezing. 

620. If a signal fails to work properly its operation 
must be discontinued and the signal secured so as to give 
the normal indication until repaired. 

621. Signalmen must observe, as far as practicable, 
whether the indication of the signals corresponds with 
the position of the levers. 

622. Signalmen must not make nor permit any un- 
authorized alterations or additions to the plant. 

623. If there is a derailment or if a switch is run 
through, or if any damage occurs to the track or inter- 
locking plant, the signals must be restored so as to give 
the normal indication, and no train or switching move- 
ment permitted until all parts of the interlocking plant 
and track liable to consequent injury have been examined 
and are known to be in a safe condition. 

624. If necessary to disconnect a switch from the in- 
terlocking apparatus the switch must be securely fas- 
tened. 

625. During storms or drifting snow special care 



346 RULES FOR MOVEMENT OF TRAINS 

must be used in operating switches. If the force whose 
duty it is to keep the switches clear is not on hand 
promptly when required, the fact must be reported to 



626. If any electrical or mechanical appliance fails 

to work properly must be notified and only duly 

authorized persons permitted to make repairs. 

627. When switches or signals are undergoing re- 
pairs, signals must not be given for any movements 
which may be affected by such repairs, until it has 
been ascertained from the repairmen that the switches 
are properly set for such movements. 

628. Signalmen must observe all passing trains and 
note whether they are complete and in order; should 
there be any indication of conditions endangering the 
train, or any other train, the signalmen must take such 
measures for the protection of trains as may be prac- 
ticable. 

629. If a signalman has information that an ap- 
proaching train has parted he must, if possible, stop 
trains or engines on conflicting routes, clear the route 
for the parted train, and give the Train-parted signal to 
the engineman. 

630. Signalmen must have the proper appliances for 
hand-signaling* ready for immediate use. Hand signals 
must not be used when the proper indication can be dis- 
played by the fixed signals. When hand signals are 
necessary they must be given from such a point and in 
such a way that there can be no misunderstanding on the 
part of enginemen or trainmen as to the signals, or as 
to the train or engine for which they are given. 

Note to Rule 630. — *Hand signaling includes the use of lamp, 
flag, torpedo and fusee signals. 



STATION AND TRAIN WORK 347 

631. If necessary to discontinue the use of any fixed 
signal, hand signals must be used and notified. 

632. Signalmen will be held responsible for the care 
of the interlocking station, lamps and supplies ; and of 
the interlocking plant, unless provided for otherwise. 

633. Lights in interlocking stations must be so placed 
that they cannot be seen from approaching trains. 

634. Lights must be used upon all fixed signals from 
sunset to sunrise, and whenever the signal indications 
cannot be clearly seen without them. 

635. If a train or engine over runs a Stop-signal, 
the fact, with the number of train or engine, must be 
reported to . 

636. Only those whose duties require it shall be per- 
mitted in the interlocking station. 



ENGINBMEN AND TRAINMEN. 

661. Trains or engines must be run to but not be- 
yond a signal indicating stop. 

662. If a clear signal, after being accepted, is changed 
to a stop signal before it is reached, the stop must be 
made at once. Such occurrence must be reported to 



663. Enginemen and trainmen must not accept clear 
hand signals as against fixed signals until they are fully 
informed of the situation and know that they are pro- 
tected. Where fixed signals are in operation trainmen 
must not give clear hand signals against them. 

664. The engineman of a train which has parted 
must sound the whistle signal for Train-parted on ap- 
proaching an interlocking station, 



348 RULES FOR MOVEMENT OF TRAINS 

665. An engineman receiving a Train-parted signal 
from a signalman must answer by the whistle signal 
for Train-parted. 

666. When a parted train has been re-coupled the 
signalman must be notified. 

667. Sand must not be used over movable parts of 
an interlocking plant. 

668. Conductors* must report to any unusual 

detention at interlocking plants. 

Note to Rule 668. — *Or enginemen of yard engines. 

669. Trains or engines stopped in making a move- 
ment through an interlocking plant, must not move in 
either direction until they have received the proper sig- 
nal from the signalman. 



REPAIRMEN. 

68 J. Repairmen are responsible for the inspection, 
adjustment and proper maintenance of all the interlock- 
ing plants assigned to their care. 

682. Where the condition of switches or track does 
not admit of the proper operation or maintenance of 
the interlocking plant, the fact must be reported to 



683. When any part of an interlocking plant is to 
be repaired a thorough understanding must be had with 
the signalman, in order to secure the safe movement 
of trains and engines during repairs. The signalman 
must be notified when the repairs are completed. 

684. If necessary to disconnect any switch it must 
be securely fastened before any train or engine is per- 
mitted to pass over it. 



STATION AND TRAIN WORK 349 

685. Alterations or additions to an interlocking plant 
must not be made unless authorized by . 

686. Repairmen when on duty, or subject to call, 

must keep advised as to where they can be found, 

and respond promptly when called. 



STANDARD CODE OF THE AMERICAN RAILWAY ASSOCIATION 

BLOCK SIGNAL RULES. 

DEFINITIONS. 

Block. — A length of track of defined limits, the use 
of which by trains is controlled by block signals. 

Block Station. — A place from. which block signals are 
operated. 

Block Signal. — A fixed signal controlling the use of 
a block. 

Home Block Signal. — A fixed signal at the entrance 
of a block to control trains in entering and using said 
block. 

Distant Block Signal. — A fixed signal used in con- 
nection with a home block signal to regulate the ap- 
proach thereto. 

Advance Block Signal. — A fixed signal used in con- 
nection with a home block signal to sub-divide the block 
in advance. 

Block System. — A series of consecutive blocks. 

Telegraph Block System. — A block system in which 
the signals are operated manually, upon information by 
telegraph. 

Controlled Manual Block System. — A block system 
in which the signals are operated, manually, and so con- 
structed as to require the co-operation of the signalmen 
at both ends of the block to display a clear signal. 

350 



STATION AND TRAIN WORK 



351 



Automatic Block System. — A block system in which 
the signals are operated by electric, pneumatic or other 
agency actuated by a train, or by certain conditions 
affecting the use of a block. 



301. 



RULES. 

HOME SIGNALS. 



Signal 


Occasion for Use 


Indication 


Name 


Color 


The signal will be 
displayed when 


For enginemen 
and trainmen 


As used in rules 


(a) Red 
(#) 

w 


Block is not clear 
Block is clear 
Block is not clear 


Stop 
Proceed 
Proceed with 
caution 


Stop-signal 

Clear-signal 

Caution-signal 



Where the semaphore is used, the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by 
positions : 

Horizontal as the equivalent of (a). 

Vertical or Diagonal * as the equivalent of (b). 

Diagonal * as the equivalent of (c). 

Note to Rule 301. — * Angle above or below the horizontal. 

302. Block signals control the use of the blocks, but, 
unless otherwise provided, do not affect the movements 
of trains under the time-table or train rules ; nor dis- 
pense with the use or the observance of other signals 
whenever and wherever they may be required. 



352 RULES FOR MOVEMENT OF TRAINS 



* SIGNALMEN. 

311. The normal indication of Home Block Signals 
is Stop. 

312. Signals must be operated carefully and with a 
uniform movement. If a signal fails to work properly 
its operation must be discontinued and the signal se- 
cured so as to give the normal indication until repaired. 

313. Signalmen must observe, as far as practicable, 
whether the indication of the signals corresponds with 
the position of the levers. 

314. Signalmen must not make nor permit any un- 
authorized alterations or additions to the apparatus. 

315. A block record must be kept at each block sta- 
tion. 

Note to Rule 315. — The different times to be entered on the 
block record have not been prescribed in this rule, but it has 
been left to each road to complete the rule by adding such items 
as may be necessary to meet the conditions governing its traffic. 

316. The prescribed telegraph signals are as follows: 
1 — Display Stop-signal. Answer by S D or 5. 

2 — Block clear. Answer by 13. 

3 — Block wanted. Answer by 2 or 5. 

4 — Train has entered block. Answer by 13. 

5— Block is not clear. 

7 — Train following. 

8 — Opening block station. Answer by Nos. of 

trains in the extended block with time each 

train entered the block. 

General Note. — The Committee has found it desirable to leave 

blanks ( ) in certain rules to be filled by each company 

adopting them, as may best suit its own requirements. 






STATION AND TRAIN WORK 353 

9 — Closing block station. Answer by "13" after 
receiving transfer of the records of trains 
which are in the extended block. 

13 — I understand. 

71 — Train following display Stop-signal. Answer 
by S D. 

Note to Rule 316. — Additional signals may be used if desired. 
The signals prescribed under the Controlled Manual Block Sig- 
nal System should be used for such additional signals wherever 
applicable. 

317 (a). To admit a train to a block the signal is 

clear, will give "1 for " to the next block station 

in advance. The signalman receiving this signal, if the 
block is clear, must display the Stop-signal to opposing 

trains, and reply "S D for . ,? If the block is 

not clear, he must reply "5 of /' The signalman 

at the entrance of the block must then display the proper 
signal indication of the train to be admitted. 

A train must not be admitted to a block unless it is 
clear, except as provided in Rule 331 or by special 
order. 

Note to Rule 317 (A). — 317 (A) is for absolute block for 
following and opposing movements on the same track. 

317 (b). To admit a train to a block the signalman 
must examine the block record, and if the block is clear, 

will give "1 for " to the next block station in 

advance. The signalman receiving this signal, if the 
block is clear, must display the Stop-signal to opposing 

trains and reply "S D for ." If the block is not 

clear, he must reply "5 of ." The signalman at 

the entrance of the block must then display the proper 
signal indication to the train to be admitted. 

A train must not be admitted to a block which is 



354 RULES FOR MOVEMENT OF TRAINS 

occupied by a passenger train, except as provided in 
Rule 331 or by special order. 

To permit a train to follow a freight train into a 

block, the signalman must give "71 for -" to the 

next block station in advance, to which the reply "5 of 
S D for " must be made. The approach- 
ing train will then be admitted to the block .* 

Notes to Rule 317 (B).— 
*Under Caution-signal or with Caution Card. 
Rule 317 (B) is for absolute block for opposing movements 
and permissive block for following movements on the same track. 

318 (a). To admit a train to a block the signalman 
must examine the block record, and if the block is clear, 
will display the proper signal indication to the train to 
be admitted, reporting its movement as per Rule 319. 

A train must not be admitted to a block unless it is 
clear, except as provided in Rule 31 or by special order. 

318 (b) To admit a train to a block the signalman 
must examine the block record, and if the block is clear, 
will display the proper signal indication to the train to 
be admitted, reporting its movement as per Rule 319. 

A train must not be admitted to a block which is 
occupied by a passenger train, except as provided in 
Rule 331 or by special order. 

A train may be permitted to follow a freight train 
into a block .* 

Notes to Rule 318 (B).— 

*Under Caution-signal or with Caution Card. 

Rule 318 (B) is for permissive block for following movements 
only. 

Note to Rule 317 (A), 317 (B), 318 (A) and 318 (B).— 
Where it is desired that train dispatchers shall control the dis- 
play of block signals, roads may modify Rules 317 (A), 317 (B), 
318 (A) and 318 (B) so as to provide for such practice. 



STATION AND TRAIN WORK 355 

319. When a train enters a block the signalman must 

give "4 " and the time, to the next block station 

in advance and when the train has passed the home block 
signal and the signalman has seen the markers he must 
display the Stop-signal, and when the rear of the train 

has passed feet beyond the home block signal he 

must give "2 of and the time to the next block 

station in the reaf. 

This information must be entered on the block records. 

320. Unless otherwise provided, signalmen must not 
give "1" or "3" until they have received "4" from the 
block station in the rear. 

321. Signalmen must observe all passing trains and 
note whether they are complete and in order, and the 
markers properly displayed. Should there be any in- 
dication of conditions endangering the train, or a train 
on another track, the signalman must notify the sig- 
nalman at the next block station in advance. A signal- 
man having received this notice must display Stop-signals 
in both directions and answer "S D." Should a train 
g6ing in the opposite direction be stopped it may be per- 
mitted to proceed when it is known that the track on 
which it is running is not obstructed. 

322. Should a train pass a block station without 
markers, the signalman must notify the signalman at 
the next block station in each direction, and must not 
report that train clear of the block until he has ascer- 
tained that the train is complete. 

323. Should a train pass a block station in two or 
more parts, the signalman must notify the signalman at 
the next block station in advance. A signalman having 
received this notice must stop any train running in the 
opposite direction. The Stop-signal must not be dis- 



356 RULES FOR MOVEMENT OF TRAINS 

played to the engineman of the divided train if the 
block in advance is clear, but the Train-parted signal 
must be given. Should a train going in the opposite 
direction be stopped, it may be permitted to proceed 
when it is known that its track is not obstructed. 

324. A signalman informed of any obstruction in a 
block must display the Stop-signal and notify the sig- 
nalman at the other end of the block. The signalman 
at the other end of the block must immediately display 
the Stop-signal. The Clear-signal for that block must 
not be displayed until the obstruction is removed. 

325. When a train takes a siding the signalman must 
know that it is clear of the block before giving "2" or 
displaying a Clear-signal for that block. 

The signalman must obtain control of the block before 
permitting a train on a siding to re-enter the block. 

326. To permit a train to cross-over or return the 
signalman must examine the block record, and if all the 
blocks affected are clear of approaching trains he will 
arrange with the signalmen at the next block station 
on either side to protect the movement, and when the 
proper signals have been displayed permission may be 
given. Until the block is clear no train must be ad- 
mitted in the direction of the cross-over switches except 
under Caution-signal or with Caution Card. All cross- 
over movements must be entered on the block records. 

327. When, as provided for in Rule 364, coupled 
trains have been separated, the signalman must regard 
each portion as an independent train. 

328. If necessary to stop a train for which a Clear- 
signal (or a Caution-signal) has been displayed and ac- 
cepted, the signalman will give hand signals in addition 
to displaying the Stop-signal. 



STATION AND TRAIN WORK 357 

329. A signalman having orders for a train must dis- 
play the block signal at "Stop." He may permit trains 
so stopped to proceed under block signal rules after com- 
plying with Rules for Movement by Train Orders. 

330. If from the failure of block signal apparatus 
the block signal cannot be changed from the normal 
indication, a signalman having information from the sig- 
nalman at the next block station in advance, that the 
block is clear, may admit a train to the block by the use 
of Clearance Card. 

331. If from the failure of telegraph line or other 
cause, a signalman be unable to communicate with the 
next block station in advance, he must stop every train 
approaching in that direction. Should no cause for de- 
taining the train be known, it may then be permitted to 

proceed, provided minutes have elapsed since the 

passage of the last preceding train, using Caution Card. 

332. Signalmen must have the proper appliances for 
hand signaling* ready for immediate use. Hand signals 
must not be used when the proper indication can be dis- 
played by the fixed signals. When hand signals are 
necessary they must be given from such a point and in 
such a way that there can be no misunderstanding on 
the part of enginemen or trainmen as to the signals, or 
as to the train or engine for which they are given. 

Note to Rule 332. — *H'and signaling includes the use of lamp, 
flag, torpedo and fusee signals. 

333. Signalmen will be held responsible for the care 
of the block station, lamps and supplies ; and of the 
signal apparatus unless provided for otherwise. 

334. Lights in block stations must be so placed that 
they cannot be seen from approaching trains. 

335. Lights must be used upon all block signals from 



358 RULES FOR MOVEMENT OF TRAINS 

sunset to sunrise and whenever the signal indications 
cannot be clearly seen without them. 

336. If a train over runs a Stop-signal, the fact, 
with the number of train, must be reported to . 

337. If a Stop-signal is disregarded, the fact with 
the number of train, must be reported to the next block 
station in advance and then to . 

338. To open a block station the signalman must 
give "8" to the next block station in each direction and 
record the trains that are in the extended block. He 
must then display the normal signal indication and no- 
tify the block station in each direction that the station 
is open. 

When trains, which were in the extended block when 
the station was open and which had passed his station 
before it was opened, clear the block in advance he must 
repeat the record to the block station in the rear. 

He must not display the Clear-signal until all trains 
are clear of the block in advance. 

339. A block station must not be closed except upon 

authority of ; nor when trains are approaching 

which are to meet or pass at that block station. 

340. To close a block station the signalman must first 
obtain "2" for trains which he has admitted to the 
blocks in each direction. 

He must give "g" to the next block station in each 
direction and transfer the records of the trains in the 
extended block. He must then enter on his blolk record 
"13" with the time it is received from each block station. 

The block signals must then be , all lights ex- 
tinguished and the block wires arranged to work through 
the closed station. 

Note to Rule 340: — The arrangement of the block signal un- 
der the third paragraph of Rule 340 is left for each road to de- 
termine in accordance with its local requirements. 



STATION AND TRAIN WORK 359 



ENGINEMEN AND TRAINMEN. 

361. Block signals apply only to trains running in 
the established direction. 

362. Trains must not pass a Stop-signal without re- 
ceiving a Caution Card, a Clearance Card or a special 
order. 

363. An engineman holding a Caution Card must 
deliver it to the signalman at the next block station and 
personally ascertain from him that the block in advance 
is clear before proceeding. 

364. Unless directed . by special instructions, when 
two or more trains have been coupled and so run past 
any block station, they must be uncoupled only at a block 
station and the signalman notified, 

365. When a train takes a siding it must not again 
enter the block without the permission of the signalman. 

366. When it is necessary for a train to cross-over, 
the conductor before crossing or returning, must notify 
the signalman and obtain permission to do so. 

367. Enginemen and trainmen must not accept clear 
hand signals as against block signals. 

368. The engineman of a train which has parted 
must sound the whistle signal for Train-parted on ap- 
proaching a block station. 

369. An engineman receiving a Train-parted signal 
from a signalman must answer by the whistle signal for 
Train-parted. 

370. When a parted train has been recoupled the 
signalman must be notified. 

371. At a block station where the signalman is ab- 
sent or incapacitated, so that instructions cannot be ob- 



360 RULES FOR MOVEMENT OF TRAINS 

tained, trains must wait minutes and then proceed 

with caution to the next block station, where the conduc- 
tor must report accordingly to the . 

372. If the track is obstructed between block stations 
notice must be given to the nearest block signalman. 

373. If a train is held by a block signal to exceed 
minutes, the conductor must ascertain the cause. 

374. Conductors must report to any unusual 

detention at block stations. 

375. A block station must not be considered as closed, 
except as provided on time-table or by special instruc- 
tions. 

Note. — Rules 301 to 375, inclusive, apply to this system with- 
out any of the "adjuncts." 

CONTROLLED MANUAL BLOCK SYSTEM. 

A series of consecutive blocks controlled by block sig- 
nals operated manually, and so constructed as to require 
the co-operation of the signalmen at both ends of the 
block to display a clear signal. 

CONSISTING OF: 

1. Signals of prescribed form, the indications given 
by two positions; and, in addition, at night, by lights 
of prescribed color. 

2. The apparatus so constructed that the failure of 
any part directly controlling a signal will cause it to 
give the normal indication. 

3. Signals, if practicable, either over or upon the 
right of and adjoining the track upon which trains are 
governed by them. For less than three tracks signals 



STATION AND TRAIN WORK 361 

for trains in each direction may be on the same signal 

mast.* 

*The word "mast" refers to the upright to which the signals 
are directly attached. 

4. Semaphore arms that govern, displayed to the right 
of the signal mast as seen from an approaching train. 

5. The normal indication of Home Block Signals — 
Stop. 

6. The apparatus so constructed that the failure of 
the block signal instruments or electric circuits will pre- 
vent the display of the clear signal. 

7. The relative position of the home signal, and track 
instrument or releasing circuit, such as to make it neces- 
sary that the rear of a train shall have passed 

feet beyond the Home Block Signal before the signal at 
the preceding block station can be released. 



ADJUNCTS. 

The following may be used: 

(A) Distant Block Signals* interlocked with Home 
Block Signals; normal indication — Caution. 

(B) Advance Block Signalsf interlocked with Home 
Block Signals, and with Distant Block Signals, if used ; 
normal indication — Stop. 

(C) Track circuits. 

(D) Repeaters or audible signals to indicate the posi- 
tion of signals to the signalman operating them. 

(E) The automatic release of signals to give the 
normal indication. 

(F) The interlocking of switches with block signals. 



362 



RULES FOR MOVEMENT OF TRAINS 



(G) Bell circuits* for signaling between a block sta- 
tion and outlying switches. 

(H) Unlocking circuits between a block station and 
outlying switches. 

*When Distant Block Signals are used the following should be 
added to Rule 401 : 



Signal 


Occasion for Use 


Indication 


Name 


(c) 

id) 


Home (or advance) 
signal at (a) 

Home (and advance) 
signal at (b) 


Proceed with caution 
to the home (or ad- 
vance signal) 

Proceed 


Caution-sig- 
nal 

Clear-signal 



Where the semaphore is used, the governing arm is displayed 
to the right of the signal mast as seen from an approaching 
train, and the indications are given by positions: 

Horizontal as the equivalent of (c). 

Vertical or diagonal (angle above or below the hori- 
zontal) as the equivalent of (d). 

tWhen Advance Block Signals are used that name should be 
added to the caption of Rule 401 so as to read "Home and Ad- 
vance Signals,'' and Rule 411 should be changed to read 'The 
normal indication of Home and Advance Block Signals is Stop." 

RULES. 



401. 


HOME 


SIGNALS. 




Signal 


Occasion for Use 


Indication 


Name 


Color 


The signal will be 
displayed when 


For enginemen and 
trainmen 


As used in 
rules 


(b) Red 
(a) 


Block is not clear 
Block is clear 


Stop 
Proceed 


Stop signal 
Clear signal 



*See note on following page. 



STATION AND TRAIN WORK 363 

Where the semaphore is used, the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by 
positions : 

Horizontal as the equivalent of (a). 

Vertical or Diagonal * as the equivalent of (b). 

Note to Rule 401. — * Angle above or below the horizontal. 

402. Block signals control the use of the blocks, but, 
unless otherwise provided, do not affect the movements 
of trains under the time-table or train rules ; nor dis- 
pense with the use or the observance of other signals 
whenever and wherever they may be required. 



SIGNALMEN. 

411. The normal indication of Home Block Signals 
is Stop. 

412. Signals must be operated carefully and with a 
uniform movement. If a signal fails to work properly 
its operation must be discontinued and the signal secured 
so as to give the normal indication until repaired. 

413. Signalmen must observe, as far as practicable, 
whether the indication of the signals corresponds with 
the position of the levers. 

414. Signalmen must not make nor permit any un- 
authorized alterations or additions to the apparatus. 

415. If any electrical or mechanical appliance fails 

to work properly must be notified, and only duly 

authorized persons permitted to make repairs. 

• General Note. — The Committee has found it desirable to 
leave blanks ( ) in certain rules to be filled by each com- 
pany adopting them, as may best suit its own requirements. 



364 RULES FOR MOVEMENT OF TRAINS 

*When bell circuits for signaling between a block station and 
outlying switches are used, Rule 420 will be amended to include 
the following signals, which will be given and observed by sig- 
nalmen and conductors : 

l-g-3 — Train has gone on siding. All clear. Switch closed. 
Answer by 1-2-3. 

3-4 — Train is ready to leave siding. Answer by 3-4 or 5. Con- 
ductor when ready to go will give 3-4, and will not start his train 
until 3-4 has been given in reply, and this must not be given by 
the signalman unless the block is clear. 

416. A block record must be kept at each block sta- 
tion. 

Note to Rule 416. — The different items to be entered on the 
block record have not been prescribed in this rule, but it has been 
left to each road to complete the rule by adding such items as 
may be necessary to meet the conditions governing its traffic. 

417. Block signal instruments and bells must be used 
only by signalmen and as directed by the rules. 

418. Bells must not be used for any purpose other 
than to give the prescribed signals. 

419. Bell signals must be given deliberately and dis- 
tinctly, and answered promptly. All signals must be re- 
peated until answered. 

420. The prescribed Bell Signals are as follows: 
1 — (Long stroke.) Answer telegraph call. 

2 — All right. Yes. 

3 — Unlock my lever. Answer by unlocking, or 5, or 

3-1. 

4 — Train has entered block. 

5 — Block is not clear. 

6 — Has a train entered this block? Answer by 2, 
or 2-1. 

1-2 — Clear. Train has cleared block. 

1-4 — 1-4 — Stop train approaching and have it exam- 
ined. Answer by 1-4 — 1-4. 

2~i — No. 

\ 



STATION AND TRAIN WORK 365 

2-2-2 — Previous signals given in error. Answer by 2. 

2-3-2 — Train has passed without markers. This sig- 
nal to be given to station in advance. Answer by 2-3-2. 

2-4 — Has train cleared block? Answer by 1-2, or 5. 

2-4-2 — Repeat previous signal. 

3-1 — Have unlocked. If levers are not released, in- 
strument must be out of order. Block is clear. This 
signal must be answered by 3-1 and the answer acknowl- 
edged by 2. It must not be used unless the block is 
known to be clear. A signalman having received 3-1 and 
answered it by a 3-1 and received 2 in acknowledgment, 
may allow train to proceed under Rule 434, announcing 
it by 4. 

3-3 — Train in block will take intermediate siding. 
Answer by 3-3. 

3-3-3 — 3-3-3 — Train in block has broken apart. An- 
swer by 3-3-3—3-3-3- 

4-3-4 — Train from intermediate siding is proceeding 
toward you. Answer by 4-3-4. 

4-4-4 — Cars running away in the wrong direction and 
proceeding toward you. Answer by 4-4-4. 

4-6-4 — Cars running away in the right direction and 
proceeding toward you. Answer by 4-6-4. 

5-2-5 — Train has passed without markers. This sig- 
nal to be given to station in rear. Answer by 5-2-5. 

5-5-5 — Obstruction in block. Stop all trains approach- 
ing this station. Answer by 5-5-5. 

6-6-6 — Testing. Answer by 6-6-6. 

Notes to Rule 420. — 
(-) signifies pause between beats. 

Additional bell signal may be used if desired. The telegraph 
or other equivalent may be used instead of the bell for transmit- 
ting signals. 



366 RULES FOR MOVEMENT OF TRAINS 

421. To receive and forward a train, the block being 
clear, and signals giving the normal indication: 

In answer to 3 from the next block station in the rear, 
the signalman must unlock by closing the circuit, and 
unless otherwise provided hold it closed until acknowl- 
edged. 

In answer to 4 from the next block station in the rear, 
he must give 2, then give the block station in advance 3. 
If released, he must give 2 in acknowledgment, then 
clear the signals. When the train enters the block in 
advance, he must give 4 to the next block station in ad- 
vance. When the rear of the train has passed 

feet beyond the home block signal and he has seen the 
markers he must give 1-2 to the station in the rear. 

422. Block signals must be restored to the normal 
indication as soon as the train for which they were 
cleared has passed . 

423. Unless otherwise provided, signalmen must not 
give 3 until they have received 4 from the next block 
station in the rear, nor unlock the next block station in 
the rear before receiving 3. 

424. Signalmen must observe all passing trains and 
note whether they are complete and in order and the 
markers properly displayed. Should there be any indi- 
cation of conditions endangering the train, or a train on 
another track, the signal 1-4 — 1-4 must be given to the 
next block station in advance and the signalman must 
display Stop-signals, in both directions, and then answer 
1-4 — 1-4. Should a train going in the opposite direction 
be stopped, it may be permitted to proceed when it is 
known that the track on which it is running is not ob- 
structed. When practicable, the signalman giving 1-4 — 






STATION AND TRAIN WORK 367 

1-4 must inform the signalman at the other end of the 
block why the signal was given. 

425. Should a train pass a block station without 
markers, the signalman must give 2-3-2 to the next block 
station in advance and 5-2-5 to the next block station 
in the rear, and" must not report the block clear nor unlock 
the next block station in the rear until he has ascer- 
tained that the train is complete. 

426. Should a train pass a block station in two or 
more parts, the signalman must give 3-3-3 — 3-3-3 to 
the signalman at the next block station in advance. A 
signalman having received this signal must stop any 
train running in the opposite direction. The Stop-signal 
must not be displayed to the engineman of the divided 
train if the block in advance is clear, but the Train- 
parted signal must be given. Should a train going in 
the opposite direction be stopped, it may be permitted 
to proceed when it is known that its track is not ob- 
structed. 

427. Should cars run away in the wrong direction, 
the signal 4-4-4 must be given to the next block station 
in the rear. Should cars run away in the right direction, 
the signal 4-6-4 must be given to the next block station 
in advance. Signalmen receiving either of these signals 
must take such measures for the protection of trains as 
may be practicable. 

428. A signalman informed of any obstruction in a 
block must display the Stop-signal and give 5-5-5 to the 
signalman at the other end of that block. A signalman 
receiving 5-5-5 must immediately display the Stop-signal 
and then answer by 5-5-5. The Clear-signal for that 
block must not be displayed until the obstruction is re- 
moved. 



368 RULES FOR MOVEMENT OF TRAINS 

429. When a train takes a siding the signalman must 
know that it is clear of the block before giving 1-2 or 
displaying a Clear-signal for that block. 

A signalman, after having unlocked the next block 
station in the rear or given 3-1, must not permit train 
or switching movements that will endanger an approach- 
ing train. 

430. A train must not be admitted to a block unless 
it is clear, except as provided in Rule 436, or by special 
order. 

431. When, as provided for in Rule 464, coupled 
trains have been separated, the signalman must regard 
each portion as an independent train. 

432. If necessary to stop a train for which a Clear- 
signal has been displayed and accepted the signalman 
must give hand signals in addition to displaying the Stop- 
signal. 

433. A signalman having orders for a train must dis- 
play the block signal at "Stop/' He may permit trains 
so stopped to proceed under block signal rules after 
complying with Rules for Movement by Train Orders. 

434. If from the failure of block signal apparatus 
the block signal cannot be changed from the normal 
indication, a signalman having information from the 
signalman at the next block station in advance, that the 
block is clear, may admit a train to the block by the use 
of Clearance Card. 

435. When a train is admitted to a block as provided 
in Rule 436, both signalmen must use every precaution 
to prevent a second train from entering the block until 
it is clear. 

436. If from the failure of bell circuits, telegraph 
line or other cause a signalman be unable to communi- 



; 



STATION AND TRAIN WORK 369 

cate with the next block station in advance he must stop 
every train approaching in that direction. Should no 
cause for detaining the train be known, it may then be 

permitted to proceed, provided minutes have 

elapsed since the passage of the last preceding train, 
using Caution Card. 

437. Signalmen must have the proper appliances for 
hand signaling* ready for immediate use. Hand signals 
must not be used when the proper indication can be dis- 
played by the fixed signals. When hand signals are 
necessary they must be given from such a point and in 
such a way that there can be no misunderstanding on 
the part of enginemen or trainmen as to the signals, or 
as to the train or engine for which they are given. 

Note to Rule 437. — *Hand signaling includes the use of lamp, 
flag, torpedo and fusee signals. 

438. Signalmen will be held responsible for the care 
of the block station, lamps and supplies ; and of the 
signal apparatus unless provided for otherwise. 

439. Lights in block stations must be so placed that 
they cannot be seen from approaching trains. 

440. Lights must be used upon all block signals 
from sunset to sunrise and whenever the signal indica- 
tions cannot be clearly seen without them. 

441. If a train over runs a Stop-signal, the fact, with 
the number of train, must be reported to . 

442. If a Stop-signal is disregarded, the fact, with 
the number of train, must be reported to the block sta- 
tion in advance and then to . 

ENGINEMEN AND TRAINMEN. 

461. Block signals apply only to trains running in 
the established direction. 



370 RULES FOR MOVEMENT OF TRAINS 

462. Trains must not pass a Stop-signal without re- 
ceiving a Caution Card, a Clearance Card or a special 
order. 

463. An engineman holding a Caution Card must 
deliver it to the signalman at the next block station and 
personally ascertain from him that the block in advance 
is clear before proceeding. 

464. Unless directed by special instructions, when 
two or more trains have been coupled and so run past 
any block station, they must be uncoupled only at a block 
station and the signalman notified. 

465. When a train takes a siding it must not again 
enter the block without the permission of the signalman. 

466. When it is necessary for a train to cross-over, 
the conductor before crossing or returning, must notify 
the signalman and obtain permission to do so. 

467. Enginemen and trainmen must not accept clear 
hand signals as against block signals. 

468. The engineman of a train which has parted 
must sound the whistle signal for Train-parted on ap- 
proaching a block station. 

469. An engineman receiving a Train-parted signal 
from a signalman must answer by the whistle signal for 
Train-parted. 

470. When a parted train has been recoupled the 
signalman must be notified. 

471. At a block station where the signalman is ab- 
sent or incapacitated, so that instructions cannot be ob- 
tained, trains must wait minutes and then pro- 
ceed with caution to the next block station, where the 
conductor must report accordingly to the . 

472. If the track is obstructed between block stations 
notice must be given to the nearest block signalman. 



STATION AND TRAIN WORK 371 

473. If a train is held by a block signal to exceed 
minutes, the conductor must ascertain the cause. 



474. Conductors must report to any unusual 

detention at block stations. 

475. A block station must not be considered as closed, 
except as provided on time-table or by special instruc- 
tions. 

Xote. — Rules 401 to 475, inclusive, apply to this system with- 
out any of the "adjuncts.'' 

AUTOMATIC BLOCK SYSTEM. 

A series of consecutive blocks controlled by block sig- 
nals operated by electric, pneumatic or other agency, 
actuated by a train or by certain conditions affecting 
the use of a block. 

CONSISTS OF: 

1. Signals of prescribed form, the indications given 
by not more than three positions; and, in addition, at 
night by lights of prescribed color. 

2. An apparatus so constructed that the failure of 
any part controlling the Home Block Signal will cause 
it to indicate — Stop. 

3. v Signals, if practicable, either over or upon the 
right of and adjoining the track upon which trains are 
governed by them. For less than three tracks, signals 
for trains in each direction may be on the same signal 
mast.* 

*The word "mast" refers to the upright to which the signals 
are directly attached. 

4. Semaphore arms that govern, displayed to the 
right of the signal mast as seen from an approaching 
train. 



372 



RULES FOR MOVEMENT OF TRAINS 



5. Switches in the main track so connected with the 
block signals that the Home Block Signal in the direction 
of approaching trains will indicate Stop when the switch 
is not set for the main track. 

6. Signal connections and operating mechanism so 
arranged that a Home Block Signal will indicate Stop 
after the f of a train shall have passed it. 

tThe head, or rear. 



ADJUNCTS. 

The following may be used: 

(A) Distant Block Signals* connected with corre- 
sponding Home Block Signals and so constructed that 
the failure of any part controlling the signal shall cause 
it to indicate — Caution. 

(B) Track Circuits. 

(C) Indicators at main track switches. 

*When Distant Block Signals are used the following should 
be added to Rule 501: 

DISTANT SIGNALS. 



Signal 


Occasion for Use 


Indication 


Name 


Color 


The signal will ap- 
pear when 


For enginemen 
and trainmen 


As used in rules 


(d) 


Home signal is at (a) 
or track obstructed 
between distant 
and home signal 

Home signal is at (b) 


Proceed with 
caution to the 
home signal 

Proceed 


Caution-signal 
Clear-signal 



Where the semaphore is used, the governing arm is displayed 



STATION AND TRAIN WORK 



373 



to the right of the signal mast as seen from an approaching train, 
and the indications are given by positions : 

Horizontal as the equivalent of (d). 

Vertical or Diagonal (angle above or below the hori- 
zontal) as the equivalent of (e). 

Where a single disc is used for two indications these are given 

by position of a (color) disc as seen from an approaching 

train : 

Disc displayed as the equivalent of (d). 

Disc withdrawn as the equivalent of (e). 



501 



RULES. 

HOME SIGNALS 



Signal 


Occasion for Use 


Indication 


Name 


Color 


The signal will 
appear when 


For enginemen 
and trainmen 


As used in rules 


(a) Red 

(c) . 


Block is not clear 
Block is clear 
Block is clear 
Second block in 

advance is not 

clear 


Stop 

Procede 

Approach next 
home signal 
prepared to 
stop. 


Stop-signal 

Clear-signal 

Caution-signal 



Where the semaphore is used the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by 
positions : 

Horizontal as the equivalent of (a). 

Vertical or Diagonal * as the equivalent of (b). 

Diagonal * as the equivalent of (c). 

Where a single disc is used for two indications these 

are given by position of a f disc as seen from an 

approaching train: 

Notes to Rule 501.' — 

* Angle above or below the horizontal. 

tColor. 



374 RULES FOR MOVEMENT OF TRAINS 

Disc displayed as the equivalent of (a). 
Disc withdrawn as the equivalent of (b). 

502. Block signals control the use of the blocks, but, 
unless otherwise provided, do not affect the movements 
of trains under the time-table or train rules ; nor dis- 
pense with the use or the observance of other signals 
whenever and wherever they may be required. 

503. Block signals apply only to trains running in 
the established direction. 

504. When a train is stopped by a. block signal it 
may proceed when the signal is cleared. 

Or it may proceed — 

(A) After waiting minutes and then runni 

under caution ; 

Or— 

(B) Preceded by a flagman to the next clear signal 
Note to Rule 504. — The Committee has provided for alter- 
natives in Rule 504, considering either to be safe practice. 

505. When a signal is out of service the fact will 
be indicated by . 

Trains finding a signal out of service must, unless 
otherwise directed, proceed with caution to the next 
signal. 

506. When a train is stopped by a signal which is 
evidently out of order, and not so indicated, the fact 
must be reported to . 

Note. — Rules 501 to 506, inclusive, apply to this system with- 
out any of the "adjuncts." 

General Note. — The Committee has found it desirable to leave 

blanks ( ) in certain rules to be filled by each company 

adopting them, as may best suit its own requirements. 



ing 



TRAIN ORDER SIGNALS. 

The Telegraph plays an important part in governing 
the movement of trains, and the train order signal is no 
less important. At every station from which train or- 
ders are given out it is a permanent fixed signal, and 
its position, together with the rules which govern its use, 
will either hold a train or permit it to proceed without 
hindrance. 

Train order signals are of several forms. Different 
forms of the well-known target signal are shown in 
Figure 99. This signal is painted either green or red, 
but it is most generally painted red. The illustration 
shows it in the "stop" or "danger" position. When the 
track is clear and it is desired to show the "clear" signal 
the target is turned parallel with the track, and is, there- 
fore, not visible to approaching trains. The colors used 
on this signal at night are usually red for "stop" and 
either green or white for "proceed." 

These signals cannot, as a rule, be seen for any great 
distance by the engineers of approaching trains because 
they are usually attached to the side of a station building 
or else under wide spreading eaves. The great speed 
at which many trains are now run makes it necessary 
that all signals are of such form and position as will 
ensure that they may be plainly seen, in order that ap- 
proaching trains not required to stop for orders or any 
other reason may not lose any time provided the signal 
be at "clear" and yet give sufficient time in which to 

375 



376 



RULES FOR MOVEMENT OF TRAINS 



bring the train to a standstill in case the "stop" or 



"danger" signal is shown. 




FIG. 99. TARGET SIGNALS. 



This imperative need led to the introduction of the 
signal known as the semaphore, which has been very 
generally adopted, and which for train orders and gen- 
eral signalling is very satisfactory. 



STATION AND TRAIN WORK 



377 



There are various forms of semaphore signals, the 
two in most general use are shown in Figures ioo and 
10 1, the difference between them being the angle to 
which the arm is allowed to drop when at the "clear" 
position. One it will be observed is oblique, and the other 
is almost, if not quite, vertical. The horizontal position 
in any semaphore is the "stop" signal. 




FIG. 100. 




FIG. 101. SEMAPHORES, 
COMMON TYPES. 



When a semaphore is used to signal trains proceeding 
in one direction only, the arm pointing to the right of 
the post is the one from which the indication is given, 
the arm to the left of the post has, in that instance, 
no significance whatever. See Figure 102. If, how- 
ever, a single, or one arm semaphore, is used for train 
order signals, it governs trains proceeding in either di- 



378 



RULES FOR MOVEMENT OF TRAINS 



rection. On a single track a one arm semaphore is often 
used, but on a double track never. (See Figure 103.) 
As a rule, on single track the double arm is generally 
used, one for trains proceeding in either direction 







FIG. 102. A TWO-POSITION TRAIN-ORDER SIGNAL. 



Only two indications are necessary for train order 
signals. But if the block system is in operation it is 
advisable to have a third for indicating "caution" when 
it is used for blocking. This signal may be and in some 
instances is used for train orders and block work also, 



STATION AND TRAIN WORK 



379 



yet the only positions which come under the rules gov- 
erning the train order signal are those already men- 
tioned, "stop" and "proceed." 




FIG. 103. A TRAIN-ORDER SIGNAL. 



Two forms of signals are shown in Figures 104 and 
105 which are capable of three positions. The upward 
inclination of the arm which is shown in Figure 104 
indicates "caution," whereas the downward inclination 
shown in Figure 105 indicates the same signal, but it 



380 



RULES FOR MOVEMENT OF TRAINS 



cannot be confused with "clear" because that signal is 
indicated by the vertical position. 




FIG. 104. A THREE-POSITION SIGNAL. "ST0P"-H0RIZ0'NTAL; 
"CAUTION"-UP ; "PROCEEDS-DOWN. 




FIG. 105. DIFFERENT TYPE G^ THREE-POSITION SIGNAL. 
"STOP"-HORIZONTAL; "CAUTION"-INCLINED ; 

"PRocaFj}"-nowN. 



Red is the color employed when semaphores are used 
for train order signals, that is to say, it is the prevailing 
color; some few lines, however, use yellow. The stand- 



STATION AND TRAIN WORK 



381 



ard color for use at night has, until recently, been for 
"stop" or "danger," red; for "proceed," white; and 
when necessary for "caution," green. There has been 
of late considerable discussion regarding a suitable stand- 
ard color for the caution and proceed signals, and as 
green is by many considered better than white for many 
reasons, that color is used on some roads for the "pro- 
ceed" signal. For "caution" orange or yellow have 





FIG. 107.' A RIGHT-ANGLE SEMA- 
FIG - 106 - PHORE FOR BLOCK SIGNALS 

WHEN USED ON A DOUBLE 
TRACK, FOR TRAIN- ORDER 
SIGNALS ON SINGLE TRACK. 
(See also Figures 108 and 109.) 



been mostly favored, although a few roads have adopted 
a combined green and red light. But it should be borne 
in mind that for train order work there are but two 
indications, "stop" and "proceed." 

A unique form of signal has been adopted by one 
great railroad, although it is peculiar to that particular 
line. It can be used either for train orders or blocking 



382 



RULES FOR MOVEMENT OF TRAINS 



and either on double or single track lines. It is known 
as the "Right-Angle Semaphore," it revolves about its 
axis, and thus makes a number of indications. The pole 
is hollow and a lamp is suspended therein which is 
raised or lowered as the signal revolves. By means of 
colored glass inserted where the lamp stops, any night 
signal can be shown to correspond to any position of 





FIG. 108. FIG. 109. 

(Same as Figures 106 and 107.) 



the arms. On single track the position shown in Figure 
106 denotes a train order signal "stop" and the position 
shown in Figure 107 is the signal to "proceed." The 
other indications (Figures 108 and 109) are used for 
any special signals on single track and they may be 
used block signals on douole track. 



STATION AND TRAIN WORK 383 

Standard Code, Rule 221, which follows, authorizes 
the adoption of two forms: 

"221. (A). A fixed signal must be used at each train- 
order office, which shall indicate "stop" when there is an 
operator on duty, except when changed to "proceed" to 
allow a train to pass after getting train orders, or for 
which there are no orders. A train must not pass the 
signal while "stop" is indicated. The signal must be re- 
turned to "stop" as soon as a train has passed. It must 
be fastened at "proceed" only when no operator is on duty. 

Operators must have the proper appliances for hand 
signaling ready for immediate use if the fixed signal should 
fail to work properly. If a signal is not displayed at a night 
office, trains which have not been notified must stop and 

ascertain the cause and report the facts to the ■ 

from the next open telegraph office. 

Where the semaphore is used, the arm indicates "stop" 
when horizontal, and "proceed" when in an inclined position. 

NOTE to Rule 221 A.-^The conditions which affect trains 
at stations vary so much that it is recommended each road 
adopt such regulations supplementary to this rule as may 
best suit its own requirements. 

221. (B). A fixed signal must be used at each train- 
order office, which shall indicate "stop" when trains are to 
be stopped for train orders. When there are no orders the 
signal must indicate "proceed." 

When an operator receives the signal "31" or "19," fol- 
lowed by the direction, he must immediately display the 
"stop signal" for (the direction indicated and then reply 
"stop displayed," adding the direction; and until the orders 
have been delivered or annulled the signal must not be re- 
stored to "proceed." While stop is indicated, trains must 
not proceed without a clearance card (From — "A"). 

Operators must have the proper appliances for hand 
signaling ready for immediate use if the fixed signal should 
fail to work properly. If a signal is not displayed at a 
night office, trains which have not been notified must stop 

and ascertain the cause, and report the facts to the 

from the next open telegraph office. W T here the semaphore 



384 RULES FOR MOVEMENT OF TRAINS 

is used, the arm indicates "stop" when horizontal, and 
"proceed" when in an inclined position. 

NOTE to Rules 221 A and 221 B.— The Committee has 
recommended two forms of Rule 221, leaving it discretion- 
ary to adopt one or both of these forms according to the 
circumstances of the traffic." 




FIG. 110. SEMAPHORE, (DOUBLE ARM) FOR USE ON SINGLE 

TRACK. 

(The small arm is for train-order signals.) 



It will be seen that one form provides that the nor- 
mal position of the signal shall be "stop" except where 
it is changed to "proceed" in order to permit a train to 
pass. The other form provides that the signal shall 
stand in the "proceed" position unless there are orders 
for a train, when the signal must indicate "stop." 



STATION AND TRAIN WORK 385 

Sometimes on single track lines the train order signal 
is used for blocking also. In that event the conductor 
and engineer are unable to know whether the train is 
being stopped for an order or is merely being held in 
the block. If for orders the conductor should go to the 
telegraph office to obtain them, whereas if for a block 
only the signal may be changed to "proceed" or "clear" 
before the conductor has had time to reach the office. 
A small semaphore is used on some roads, which is be- 
low the double arm semaphore used for block signalling, 
and located on the same post. This is used for train 
order signals and so provides a separate indication. 
(See Figure no.) Of course, it may not be so clearly 
visible at a distance, but whenever it is used, the double 
arm semaphore may also be shown at "stop" until both 
have been observed by the engineer and conductor of 
an approaching train. 

The Universal Semaphore. — The American Railway 
Engineering and Maintenance of Way Association has 
recommended a standard -casting which it thinks should 
be used for semaphore arms which are capable of being 
used in either two or three positions : 

Two positions, — horizontal and vertical. 

Three positions, — horizontal, inclined downward, ver- 
tical. 

By merely changing the glass in the spectacles it may 
be used to indicate any color desired for any position 
at night. If the lamp is placed upon the top of the 
post it will answer for two arms, one in either direction. 
If only two indications are necessary, viz., horizontal 
and vertical, the color which is to indicate "stop" can 
be inserted in the two upper spectacles, and thus it will 



386 



RULES FOR MOVEMENT OF TRAINS 



be shown until ■ the arm has quite reached the position 
indicating "proceed," and in this way a false night in- 
dication is prevented. Figures in to 115, inclusive, il- 
lustrate this form of semaphore. 



Bed 




FIG. 111. 



PIG. 112. TYPE OF SEMAPHORE ARM, 
CONSIDERED STANDARD. 



Means Employed for Identifying Trains. — The 
great importance of being able to positively identify 
trains cannot be too strongly impressed upon all who 



STATION AND TRAIN WORK 



387 



have anything to do with their movement on the road. 
Operators ought to keep an accurate record, for by so 
doing he not only contributes to the expeditious move- 
ment of trains and the safety of lives and property, but 



White 




FIG. 113 



FIG. 114. TYPES OF STANDARD 
SEMAPHORE ARMS. 



also makes the duties of the Train Dispatcher less 
arduous, and his own connection with the Dispatcher's 
office more satislactory, ii not pheasant. 



388 



RULES FOR MOVEMENT OF TRAINS 



Almost all roads have provision made for describing 
regular trains in train orders, although it is not in the 
Standard Code. It is generally the custom to give the 
number of the engine; some roads give the conductor's 
name; and in a few instances the engine number and 
also the name of the conductor is given. Extra trains 
are almost universally described by the number of the 
locomotive, and sometimes with the name of the con- 
ductor added. Sometimes the cupola of the caboose is 
provided with a transparency, trainmen being required 




FIG. 115. SEMAPHORE ARM. 



to exhibit at all times the prescribed characters, numbers 
or letters for the purpose of enabling their train being 
readily identified. See illustration, Figure 116. Each 
road has its own particular form of indication for the 
use of identifying its trains, although the common prac- 
tice is to use a number (preferably the train's number) 



STATION AND TRAIN WORK 



389 



in the case of regular trains, and also which section it is. 
If another section is not following, the letter "L," mean- 
ing "last," usually indicates that fact. 

If regular train No. 45, for instance, has a second 
section following the indication would show: "1-45/' 
but if another section is not following it would show : 
"L-45." If an extra train it would be designated by 
"X/' and the number of the engine. 




FIG. 116. CUPOLA IDENTIFICATION METHOD. 



Train Movement on Double Track. — The move- 
ment of trains on double track, or on three tracks or on 
four tracks is quite different from the movement of 
trains on single track. Of course there are no "meeting 
points'' for trains to make, but moving trains with the 
least delay possible is equally as serious a problem as 
that of making "meeting points/' The reason for this 
is that the Standard Code of Double Track Rules formu- 
lated by the American Railway Association are, it is 
claimed, a modification of single track rules, and thus 
they are often inadequate to meet the rapidly changing 
conditions incident to the tremendous growth of traffic. 
Consequently the subject has been given considerable 
attention of late years ; and as there are only a few rules 



390 RULES FOR MOVEMENT OF TRAINS 

and forms of train orders prescribed particularly to meet 
the existing conditions, the need of a more uniform sys- 
tem for governing the movement of trains on double 
track: is apparent, and more effort toward that end is 
being made. 

On American roads the right-hand track i-s, as a rule, 
used by trains. There are a very few cases, however, 
where the English custom of using the left-hand track 
is followed. Cross-overs are sometimes used for pass- 
ing, although passing tracks are provided at suitable 
intervals. As a general thing trains do not use cross- 
overs without express permission, and when using cross- 
overs they must be protected by a flag against trains on 
the opposite track. Passing tracks are generally located 
outside the main tracks, but the "middle track," which 
is a "siding" between the main tracks, and is accessible 
from either, is sometimes used. The one great thing 
which dispatchers aim to do is to keep slow trains on 
the move so they will not interfere with fast trains ; and 
"keeping a train out of the way" is often a hard prob- 
lem for the train dispatcher directing train movement 
on double track. 

There is but one order prescribed by the Standard 
Code by which an inferior train may be moved ahead of 
a delayed regular train. It is D-Form E, an order which 
when used on double track is as unsatisfactory as when 
it is used on single track. There are one or two roads 
where no distinction of "class" in trains is made, a train 
being allowed to run until ordered to permit another 
train to pass it. On some lines trains are run on the 
opposite track for a little distance, if they can be kept 
moving thereby, instead of having to wait on a siding 



STATION AND TRAIN WORK 391 

for a superior class train to pass. And on some other 
roads, unless in case of accident, the established direction 
of the current of traffic is always maintained. 

The practice varies concerning its use, on roads pro- 
vided with a third track. One track is sometimes oper- 
ated as a single track line, being used by trains in both 
directions under the rules governing single track. That 
still leaves two for double track use. In some cases, 
where that is done, the third track is used solely for 
trains in one direction during certain hours of the day 
when the amount of traffic necessitates it, the direction 
being reversed at other hours of the day. But the roads 
having three tracks are but few, because generally when 
the traffic becomes too great in volume to be handled 
on double track it is converted into a four-track road. 

Nearly all, if not all, roads having a double track have 
some form of block signaling in operation. More ex- 
pensive and efficient system than the telegraph block 
signal system have been widely introduced of late years, 
although the telegraph system is still in use to some ex- 
tent. It embodies the use of station train order signals, 
the telegraph operators, of course, communicating by 
means of the telegraph with each other. What is known 
as the Right-Angle Semaphore (already referred to as 
being in use on one great railway system) is used in con- 
nection with the Telegraph Block System. This particu- 
lar form of semaphore is illustrated and its different in- 
dications shown in Figs. 106 to 109 inclusive. 

The Manual Controlled 'System. — These are sig- 
nals that are so interlocked that a signal cannot indicate 
"clear" if there is a train in the block. They are usually 
of the semaphore form, and are operated by a signalman. 



392 



RULES FOR MOVEMENT OF TRAINS 




w** 



PIG. 117A. 




FIG. 117B. THE DISC TYPE OF SEMAPHORE. 

Automatic Signals. — This form of signal is in u&e 
on some of the large railroads. Figs. 117A and 117B 
illustrate the disc type, and Figs. 118 and 119 show the 
semaphore type. These are provided to serve for both 



STATION AND TRAIN WORK 



393 




#»p: 



FIG. 118. "HOME" AND "DISTANT" SIGNALS. 

''home" and "distant" signals. Sometimes at the en- 
trance to each block there is a home and distant signal 
as illustrated in Fig. 118, the next block ahead being 
given by the distant signal. Thus an engineer may know 
there are two clear blocks ahead of him if both signals 



394 



RULES FOR MOVEMENT OF TRAINS 



show "clear." Should the home signal show "proceed" 
and the distant signal show "caution" he would know 
that the block immediately ahead is clear, but would be 




FIG. 119. "CLEAR" INDICATED BY GREEN LIGHT. 



prepared to find "stop" shown at the next home signal, 
and would accordingly run with the train under fufl con- 
trol/ 



STATION AND TRAIN WORK 395 

The construction of automatic signals is such as to 
permit of either "stop" or "proceed" being the normal 
position shown. The "normally clear" position is the 
one most in favor. 

Signals stand in the "stop" position with the "nor- 
mally at danger" method, until a train approaches the 
entrance to a block, when, if the block is clear it will 
automatically change to "proceed," the change taking- 
place in view of the engineer, with his train far enough 
away from the signal to avoid delay, then just as the 
locomotive reaches the signal it automatically returns to 
"stop," remaining in that position until that train is out 
of the block and another train is ready to enter it. En- 
gineers are expected to see to it that the proper changes 
do take place, because failing so to do, it would indicate 
that they were not in order, and the fact should be im- 
mediately reported to the proper official. 

Night Colors. — The tendency to change from green 
to white as a night color indication for "proceed" has 
already been mentioned. Where this is done there is 
difficulty in finding a suitable color for "caution." Wkn 
a single color is substituted for green, for use as the 
"caution" signal, the color mostly chosen is yellow. But 
on one or two lines a combined green and red light indi- 
cates caution ; the red light is concealed when the sema- 
phore is dropped to the "clear" position, the green only 
showing. But as one lamp serves to show both colors in 
this combination, no light would be shown should the 
light be accidentally extinguished. See Figure 119. 

The Electric Train Staff System. — Where this 
system is installed it has the effect of a mechanical oper- 
ator issuing metal train orders, such orders being issued 



396 RULES FOR MOVEMENT OF TRAINS 

only under the general direction of the train dispatcher, 
and such orders when issued give a train the right only 
over a certain section of track. This "mechanical oper- 
ator" can issue but one such order at a time for any sec- 
tion, with the exception of following trains, in which case 
the permissive system is used; thus the risk of "lap or- 
ders" is entirely obviated. 

This system does not eliminate the train dispatcher, 
but it does relieve his mind from the constant strain, be- 
cause the train staff system is claimed to remove all dan- 
ger of collision, and it does away with the telegraph train 
orders entirely. Thus it gives him more time to issue 
orders for the proper movement of trains on the division 
under his control. 

In its operation the track to be protected is divided 
into blocks or sections of such length as will best accom- 
modate local and traffic conditions. These blocks usually 
terminate at existing stations or telegraph offices, though 
occasionally, as in the telegraph block system, additional 
block stations have to be installed, when the distance be- 
tween any two existing stations is too great for the ex- 
peditious handling of traffic. Each section is controlled 
by two instruments (Figure 120), one at each end, "XV 
and "Y." Each instrument is equipped with a sufficient 
number of staffs (varying from ten to twenty-five per 
section) to take care of the traffic conditions. No train 
is permitted to proceed between "X" and "Y" in either 
direction unless the conductor or engineer has in his 
possession one of these staffs, which, as has been already 
stated, serves as a "metal train order." The instruments 
at "X" and "Y" are electrically connected and synchron- 
ized so that the withdrawal of a staff from either can 



STATION AND TRAIN WORK 



397 




FIG. 120. ABSOLUTE STAFF INSTRUMENT WITH PEDESTAL. 
Front View Showing Door of Pedestal Open. 



398 RULES FOR MOVEMENT OF TRAINS 

only be effected by the joint action of the operators at 
"X" and "Y" and but one staff can be put out of both 
instruments at any one time. To move a train from "X" 
to "Y" the manipulation of the instrument is as follows : 
The operator at "X" presses bell key (Figure 120-A) the 
number of times prescribed in the bell code, which rings 
bell (Figure 121-L) at "Y/' The operator at "Y" first 
acknowledges receipt on his bell key, ringing bell at "X" 
(Figure 121-L), through the circuit shown on Plate 8, 
and then holds it closed, thereby deflecting the "current 
indicating needle" (Figure 122-F) at "X," to the right. 
This informs "X" that "Y" has furnished current and 
he proceeds to remove the staff by turning the prelimi- 
nary spindle handle (Figure 120-B) to the right as f al- 
as it will go, which raises the armature (Figure 123- J) 
up to the magnets (Figure 123-K), transferring the cur- 
rent from the bell "L" to the magnet (Plate 9, K-88), 
closing the circuit as shown in red on Plate 9, and at the 
same time closing the circuit on 360-K, shown in green 
on Plate 9, after which the preliminary spindle handle 
(Figure 120-B) is permitted to automatically return to 
its normal position. This unlocks the revolving drum 
(Figure 123-C) and indicates the fact by displaying a 
white instead of a red disc in the indicator at Figure 
122-H. The operator now moves the end staff (Figure 
120-E) up the vertical slot into engagement with the 
drum (Figure 123-C), the outer guard (Figure 122-N) 
having first been turned to the right position, revolves the 
latter through a half turn, using the staff as a handle, 
and finally withdraws the staff through the opening at 
Figures 120 and 124-M. In making the half turn the 
drum (Figure 123-C) has reversed the polarity of the 



STATION AND TRAIN WORK 



399 




FIG. 121. ABSOLUTE STAFF INSTRUMENT. 
Rear View with Cover Removed Showing Armature Dropped. 



400 



RULES FOR MOVEMENT OF TRAINS 




FIG. 122. ABSOLUTE STAFF INSTRUMENT. 
Front View of Instrument in Condition for Removal of a Staff. 



STATION AND TRAIN WORK 



401 



FIG. 123. ABSOLUTE STAFF INSTRUMENT WITH PEDESTAL. 
Rear View with Cover Removed Showing Armature Raised. 



402 RULES FOR MOVEMENT OF TRAINS 

operating current, thereby throwing the instruments at 
"X" and "Y" out of synchrony with each other and 
moving the "staff indicating needle" at "X" (Figure 
124-G) from "Staff In" to "Staff Out." Immediately on 
withdrawing the staff, the operator at "X" once more 
presses the bell key "A/' which indicates to the operator 
at "Y" by moving his needle from "Staff In" to "Staff 
Out" that the operation is completed. The staff with- 
drawn is now delivered to the train by hand if the train 
is at rest, or passing at a speed of less than twenty-five 
miles per hour. For higher speeds the staff is placed in 
a special holder and delivered by methods similar to those 
followed in the Railway Mail Service, the locomotive 
being fitted with a catching and delivering device. The 
illustrations will serve to make this perfectly clear. 

As before mentioned, in taking out a staff the polarity 
of the operating current is reversed. This prevents a 
second staff from being taken out of either instrument, as 
follows : 

The polarity of the current flowing through magnet 
K-360, Plate 9, is never changed, the current for the 
same being local. The polarity of the current flowing 
through K-88, Plate 9, is changed each time its staff is 
put in or taken out of either instrument. This puts the 
instruments either in or out of synchrony. The magnet 
(Figure 123-K) is formed of two separate coils, one 
energized' by the local and one by the line battery. The 
construction of this magnet is such that when the cur- 
rents in both coils flow in the same direction, the lines of 
force flow round the cores and connecting straps, thus 
forming no point of attraction for the armature. When 
the current is reversed in one coil, the lines of force op- 



STATION AND TRAIN WORK 



403 




FIG. 124. ABSOLUTE STAFF INSTRUMENT. 

Front View of Instrument when a Staff is Released or about to be 

Replaced. 



404 



RULES FOR MOVEMENT OF TRAINS 





FIG. 125. ABSOLUTE 
STAFF INSTRUMENT 
WITH PEDESTAL. 
Rear View with Cover Removed 
Showing Armature Dropped. 



FIG. 126. ABSOLUTE STAFF 

INSTRUMENT. 
Side View with Cover Removed. 



STATION AND TRAIN WORK 405 

pose each other and the armature being brought to the 
point of attraction is held there. With the staff out, if 
an attempt be made to release another staff, the circuit 
closed will be as shown on Plate 10, with the polarity 
of the current following through magnet K-88 reversed. 
By comparing this circuit with the one shown on Plate 9 
for releasing a staff, it will be seen that in the former 
the currents flowing through magnets K-360 and K-88 
oppose each other, and in the latter they do not, thus pre- 
venting the release of a second staff. On arrival of the 
train at "Y" the staff is delivered either by hand or de- 
livered to the operator who, having seen that the train is 
complete by observing the rear end markers, places the 
staff in the opening (Figures 120 and 124-N) of his in- 
strument, having first turned the outer guard (Figure 
122-N) to place, moves the staff into engagement with 
and revolves drum (Figure 123-D) through one half 
turn, using the staff as a handle (see Figure 127) and 
allows it to roll down the spiral. He then presses his 
bell key the prescribed number of times, thus notifying 
"X" that the train is out of the section, which operation 
also moves the "staff indicating needle" at "X" from 
"Staff Out" to "Staff In." The operator at "X" presses 
his bell key in acknowledgment and by doing so moves 
"staff indicating needle" at "Y" from "Staff Out" to 
"Staff In" (see Figure 127). The machines are now 
synchronized and another staff can be obtained from 
either in the manner above described. 

The staff being put in the instrument at "Y," the cir- 
cuits for releasing a staff at "X" or "Y" would be as 
shown on Plates 11 and 12 respectively. 

While it takes some little time to describe the method 
of operating the staff instruments, yet, as a matter of fact, 



406 



RULES FOR MOVEMENT OF TRAINS 




FIG. 127. ABSOLUTE STAFF INSTRUMENT. 
Front View of Instrument when a Staff has been Replaced. 






STATION AND TRAIN WORK 407 

the removal of a staff actually takes less than five seconds, 
and the operation of putting one in an instrument less 
than two seconds, under ordinary conditions. 

The same methods are followed at each succeeding 
staff station, but no two adjacent sections use the same 
design of staff ; that is to say, the staff used between "X" 
and "Y" will not fit the instruments which control the 
section between "Y" and "Z." 

Usually four different designs of staffs are employed in 
actual practice, to avoid any possibility of their being im- 
properly used. 

The Permissive Feature. — While the absolute train 
staff system, where but one train is allowed in any sec- 
tion, is the ideal arrangement, yet cases occur where it 
is desirable to allow several trains to follow each other 
a block at short intervals. This may be done by the use 
of the "permissive system/' which consists of an attach- 
ment to the absolute machine at each end of the section 
with one permissive staff ; this instrument is shown in 
Figure 128. 

To use it ; an absolute staff is withdrawn from the in- 
strument at "X" and is used as a key with which to un- 
lock the base containing the permissive staff to be re- 
moved, which action locks the absolute staff in the per- 
missive attachment until the permissive staff is returned. 
The permissive staff is a steel rod and eleven removable 
rings, any of which will authorize a train to pass through 
the section to Y. If less than twelve trains are to fol- 
low each other, the last one takes the remaining rings 
and the rod. When all the rings are received at "Y" 
the operator returns them to the permissive staff, places 
it in the permissive attachment or base, and locks it by 



408 



RULES FOR MOVEMENT OF TRAINS 






STATION AND TRAIN WORK 409 

the absolute staff already in the lock. This releases the 
absolute staff, which put in the absolute instrument in the 
regular manner. That synchronizes the machines so that 
a movement can be made with an absolute staff in either 
direction and from "Y" to "X" with the permissive staff. 

When next it becomes necessary to move a number of 
trains in rapid succession from "X" to "Y" under the 
permissive system, the permissive staff must be obtained 
by "Y" as before described and forwarded to "X" as a 
whole by the first train moving in that direction. The 
entire permissive staff confers the same rights as does 
an absolute staff. 

Control of Signals. — In its capacity as a key the ab- 
solute staff has a number of uses in addition to those .al- 
ready described. Where signals are used to indicate to 
an approaching train whether or not it will receive a 
staff, an instrument known as the staff and lever lock is 
attached to each lever operating such signals (see Figure 
129). To clear a signal, the staff after being withdrawn 
is first used to unlock the lever lock, the signal is then 
cleared, the staff removed from the lock and delivered to 
the train. 

To insure the signal being placed at danger behind a 
train the act of unlocking the signal lever opens the staff 
circuit, and no communication can be made between the 
two staff stations until the signal is at danger and the 
lever locked in that position. This does not indicate, 
however, that the operator will have the staff ready for 
delivery by hand, or in the mechanical deliverer. To 
cover that point an electric slot is attached to the signal 
governing train movements into the staff section, which 
slot is controlled by the staff and lever lock and the me- 
chanical deliverer, so that before the signal can be cleared 



410 



RULES FOR MOVEMENT OF TRAINS 




BACK VIEW WITH COYER REMOVED 



SIDE VIEW SHOWING COVER 
IN SECTION 



FIG. 129. STAFF LEVER LOCK. 



the staff must be released, used to unlock the signal lever 
and put in the staff deliverer, which closes the circuit on 
the electric slot. The signal can then be cleared. With 
this arrangement, therefore, a clear signal cannot be 
given until the staff is actually in the deliverer. 



STATION AND TRAIN WORK 411 

When the train picks up the staff, the circuit on the 
slot is opened, automatically setting the signal to danger, 
and it cannot again be cleared until the operation is re- 
peated. 

Switch Locking. — The staff is also used as a key to 
unlock siding switches which may occur between staff 
stations, the switch locks being so designed that the staff 
cannot be removed from the lock until the switch is set 
and locked for the main line, thus providing absolute pro- 
tection against misplaced switches. 

Intermediate Siding and Junction Instruments. — 
In some sections there is a siding of sufficient length to 
hold a train, but traffic would not warrant placing a staff 
station there. That the usefulness of this siding may not 
be lost, a special instrument is placed at the siding which 
enables it to be used for meeting or passing trains. 

A junction or diverging line may be situated between 
two points most suitable for staff stations, but, on account 
of the small amount of traffic over the diverging line, it 
w r ould not be desirable to "make it a staff station. Such 
a point can be controlled in a similar manner. The cir- 
cuits and operation of both the siding and junction instru- 
ments are the same. 

To move trains between "X" and "Y" the manipula- 
tion of the instruments is the same as that previously de- 
scribed in connection with the absolute instruments. 

To move a train from "X" to the siding or junction, a 
staff is released at "X" by "Y" in the regular manner 
(see Plate 13). The operator at "X" gives the staff to 
the train with instructions to proceed to the siding or 
junction. Unlocking the switch with the staff, the train 
takes the siding or junction, closes and locks the switch, 



412 RULES FOR MOVEMENT OF TRAINS 

places the staff in the siding or junction instrument, and 
turns the drum to the right. The staff is now locked 
in the instrument and the staff instruments at "X," "Y" 
and junction or siding are synchronized. (See Plates 
14 and 15.) 

When a movement is to be made from the siding or 
junction to "X" or "Y" (all staffs being in the instru- 
ments), "X" and "Y," acting in conjunction, can release 
a staff at the siding or junction (see Plate 16), which on 
being removed changes the circuits so that no other staff 
can be released either at "X," "Y," siding or junction 
until this staff is replaced in one of the instruments. The 
train then unlocks the switch, passes out on the main 
track, locks switch and proceeds to "X" or "Y." 

Pusher Engine Attachment. — Another adjunct to 
the staff system is known as the pusher engine attach- 
ment and staff, which is used on heavy grades where 
pusher engines are required, and is intended to both 
obviate the necessity of the pusher engine proceeding 
through the entire staff section, and to better equalize the 
traffic. It can readily be seen from the foregoing descrip- 
tion of the staff system, that under ordinary rules every 
train having a pusher engine attached would receive one 
staff to proceed up grade, as from "Y" to "X." On ar- 
rival at "X" pusher engine would necessarily have to re- 
ceive a staff to return to "Y." Supposing the traffic up 
and down grade to be equal, and that each train going 
up grade requires a pusher, it is apparent that twice as 
many staffs would go down hill as came up, resulting 
eventually in all the staffs arriving at the foot of the 
grade "Y," from whence they could only be returned to 
"X" by some special person authorized to unlock the in- 
struments and remove the staffs by hand. 



STATION AND TRAIN WORK 



413 




UJ 

> 







H 

» 
O 
«! 

H 

a 

02 
P 

Oh 



1—1 

fa 



414 RULES FOR MOVEMENT OF TRAINS 

Furthermore, the summit of the grade may be half way 
between "Y" and "X," but under the rules a pusher could 
not cut off at the summit and return to "Y," but would 
have to continue on to "X" and receive a staff to return. 

To overcome these two objections the pusher attach- 
ment (see Figure 130) is employed. It consists (like 
the permissive attachment) of a separate device which 
may be attached to any absolute instrument, and contains 
a staff of special design which can only be released by an 
absolute staff, though, unlike the permissive staff, it can 
be out of its receptacle at the same time as the absolute 
staff. 

The operation is as follows : A train with a pusher en- 
gine wishes to proceed from "Y" to "X." "X" releases 
staff at "Y" (Plate 17) and "Y" uses this staff to re- 
lease pusher staff. This operation opens the controlling 
circuits of the system and closes the circuits on the pusher 
bells (Plate 18). "Y" then hands the absolute staff to 
the train and the pusher staff to the pusher engine. The 
train passes through the section and delivers the absolute 
staff at "X." This is placed in the instrument there, the 
pusher engine retaining the pusher staff and returning to 
"Y." Until this latter staff is put into the pusher attach- 
ment at "Y" and locked, the staff circuits are not re-es- 
tablished and no other staff can be released. 

Circuit Controller Attachment. — Another attach- 
ment called the circuit controller attachment (see Figure 
131) is used where electric signals are operated in place 
of mechanical. This attachment is arranged to control 
the staff and signal circuits. The signal circuits controll- 
ing the signals for a through movement cannot be closed 
until the staff has been used to release same, which staff 
can be taken out when said release is made. 



STATION AND TRAIN WORK 



415 




Eh 

a 
w 

Q 

< 

<J 

o 

o 
p 






I— I 



416 rules for movement of trains 

Staff System on the Southern Pacific Railway. 
■ — There is a long continuous staff blocking on the South- 
ern Pacific Railway 'between Truckee and Colfax, Califor- 
nia, a distance of 98 miles, divided into 37 blocks. This 
portion of the Southern Pacific is in the Sierra Nevada 
Mountains, and 14 of the staff stations are located in the 
snow sheds. Here the staff station is at the center of a 
passing siding. The staff system is worked in conjunc- 
tion with electric signals so that trains may pass with fa- 
cility and safety. 

Through the snow sheds it was found that neither the 
modern electric semaphore signal nor the ancient types of 
banner and banjo signals could be installed, so Mr. W. 
W. Slater, Signal Engineer of the Southern Pacific, de- 
signed a neat and compact disc signal suitable for this 
particular condition. 

The general arrangement of tracks and signals at each 
of the staff stations is shown on Plate 19. All signals 
in the horizontal position indicates "take siding." Upper 
blade of two-arm signal clear and independent distant 
clear indicates "stop at staff station/' "staff not ready." 
All signals clear indicates "proceed, staff ready and in 
crane." 

The circuits controlling the signals in the above de- 
scribed movements are clearly shown on Plates Nos. 20, 
21 and 22. On Plate 20 "B" has staff circuits closed, re- 
leasing a staff at both "A" and "C." Upon the arrival 
of these trains at "B/' the one from "A" will take the 
siding and the one from "C" the main track, the latter 
stopping at the staff station (see Plate 21). If the train 
from "A" should get into siding at "B" in time to enable 
operator to put the staff into the instrument and get an- 
other released and put in the crane, the signals for the 



STATION AND TRAIN WORK 



417 




/ 



<fc ^ 



t ^ 



SECTION OF HEAD 

SHOWING CIRCUIT 

CONTROLLER 



FIG. 132. CRANE STAFF DELIVERER. 



418 



RULES FOR MOVEMENT OF TRAINS 



train from "C" could be cleared as shown on Plate 22, 
thus preventing its stopping. 

The home and independent distant signals can be 
cleared at any time by moving the handle of the circuit 
controller attachment from the normal or first position to 
the middle or second position, allowing trains to approach 
the staff station, but the staff distant signal on the two 
arm post cannot be cleared until the circuit controller 
attachment has been released by a staff, when the han- 
dle can be removed from the middle or second position 
to the reverse or third position, thereby closing one point 
in the circuit of the aforesaid staff distant signal, the 
other point in the circuit being closed by putting the staff 
in the crane ready for the train to take as it passes. 

Two opposing signals cannot be given at the same time, 
circuits of each being controlled by the other, making it 
necessary for one of the two to be in the normal or first 
position, as will be seen by referring to Plate 22. 

The crane in use in this installation is shown in Fig- 
ure 132. 

The A. B. C. System. 

"The A. B. C. Rules on the Northern Pacific have passed 
the experimental stage. Their value is no longer a mat- 
ter of speculation. Apparently they have come to stay. 
From every viewpoint they are, without doubt, superior 
to any single track system of rules and orders that have 
yet been devised. They are now used on sixty-three miles 
of track, from Spokane to Ritzville. On this territory 
there are fifteen telegraph offices and three blind sidings. 
It is all main line and handles a traffic so heavy that with 
the ordinary system of train orders it was found impossi- 
ble to keep trains moving. 



STATION AND TRAIN WORK 
128 OHMS ^640HWSK320HKSi160HKK- 102 OHMS — | 



419 




The distance between two staff instruments depends upon traffic 
conditions and therefore the resistance of the line wire in series with 
the line coil of the lock magnet varies considerably. The local coil 
of the lock magnet should have a variable resistance in series with it 
in order that it may balance perfectly with the line coil. This is ac- 
complished by using the adjustable resistance tube shown diagram- 
matically on the opposite page. 

The table gives the required information for connecting up the 
adjustable resistance tube for any ordinary condition. 
Column 1 represents the total resistance of the two line wires con- 
necting a pair of instruments. 
Column 2 shows the normal voltage reauired to operate. (This is 
50% above the minimum voltage required and gives a large work- 
ing margin.) 
Column 3 shows the corresponding number of dry cells required to 

secure the voltages shown in Column 2. 
Column 4 shows the ohms resistance to be inserted in series with the 

local coil to balance the line resistances as given in Column 1. 
Column 5 shows the proper terminal to which one wire leading from 
the local coil of the lock magnet should be connected to get the 
resistance shown in Cclumn 4. THE OTHER SHOULD ALWAYS 
BE CONNECTED TO TERMINAL 1. 
Column 6 shows the additional connections to be made in order to get 

the resistances shown in €olumn 4. 
Example. Two staff instruments are 5% miles apart. No. 12 B. & S. 
copper line wire is used. Total length of line wire will be 11% 
miles. Total resistance of line will be 96 ohms. Consulting the 
table we see that 30 cells of dry battery should be used to operate 
and that 262 ohms should be put in series with the local coil. 
Columns 5 and 6 show that to get this resistance we connect ter- 
minals 2 and 3 together and also terminals 4 and 5 together. We 
then connect terminals 1 and 6 into the local circuit. 



420 



RULES FOR MOVEMENT OF TRAINS 



. 
CA o3 

4J Pi 

oO 



30.2 

31.4 

32.5 

33.6 

34.8 

35.9 

37. 

38.2 

39.3 

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43.9 

45. 

46.1 



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52! 



22 
22 
23 
24 
25 
26 
26 
27 
28 
29 
30 
30 
31 
32 
33 



a> o 

03 O 

•r-l 73 

O 



102 
118 
134 
150 
166 
182 
198 
214 
230 
246 
262 
278 
294 
310 
326 



§882 

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«w CU-" J 

^ o a 

& P V 2 

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5 
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5 
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6 
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None 
None 
2 &3 
None 
2 &4 
3&4 
2 &3 
None 

2 &5 

3 &5 

; 3—4 & 5 

4 &5 

2 &4 

3 &4 
2 &3 



FIG. 134. 



TABLE OF RESISTANCES FOR ELECTRIC TRAIN STAFF 
SYSTEM. 



STATION AND TRAIN WORK 421 

"No train orders are issued and there are no time-table 
schedules except for information to the public that pas- 
senger trains may be expected at certain times. A train 
obtaining a clear signal at a telegraph office and obtain- 
ing a clearance card from the operator has absolute right 
to the next telegraph station. There it receives further 
instructions by means of a three-position semaphore either 
to stop and wait, to take siding or to proceed to the next 
station. Clearance cards are delivered to conductor and 
engineman by means of hoops and no reduction of speed 
is necessary. 

"Experience has shown surprisingly satisfactory re- 
sults. It has long been realized that an important ele- 
ment in the cost of handling traffic is the length of time 
consumed by trains in passing over the road. Delays are 
very expensive. They consume coal, produce wear and 
tear on the engine and necessitate overtime to employes. 
With the A. B. C. Rules all these items of expense are 
reduced to the lowest possible figure. Receipts for freight 
charges are the same no matter whether the movement is 
speedy or otherwise, so that the saving in expense is 
clear gain. 

"It is difficult to arrive at an exact statement of in- 
crease of efficiency, but a comparison of statistics for one 
month with that of the corresponding period a year 
previous shows that the average speed of all freight trains 
in passing over this portion of the track was eleven miles 
per hour, as compared with 8.6 miles per hour the pre- 
vious year. This includes all delays of whatever kird 
and also includes the movement of two way freights do- 
ing work and a goodly amount of switching. Omitting 
the locals the record of the through freight trains shows 



422 



RULES FOR MOVEMENT OF TRAINS 




STATION AND TRAIN WORK 



423 




424 RULES FOR MOVEMENT OF TRAINS 

an average speed of fourteen miles per hour, which is 
an excellent showing for a single track road. The aver- 
age increase of speed is 30 per cent, and the average de- 
crease of time spent on the road is almost 22 per cent. 
The earning capacity of engines and cars shows an in- 
crease of over 20 per cent. * 

"All this is accomplished with practically the same 
number of men and the same equipment of signals, etc., 
as was required for the old method, which involved the 
use of train orders. The great success of the venture is 
attributed in some measure to the hearty co-operation of 
the dispatchers, trainmen and operators concerned in 
handling the trains. All contribute toward attaining the 
desired results. 

Not the least important feature of the plan is that it may 
be termed absolutely safe. In handling trains according 
to the Standard Code there is the ever-present element 
of danger. The best and most careful man is liable to 
error. Dispatchers, operators, conductors and enginemen 
are all in positions where oversight and forgetfulness 
are always possible. Experience has proven this so true 
that further comment is unnecessary. With the A. B. C. 
System three men must act simultaneously with each 
other. No move can be authorized and no signal can be 
cleared unless they three give their consent. The oper- 
ator who is to clear the train first examines his own 
block record, and if the track is clear asks the dispatcher 
for a clearance. The dispatcher looks at his train sheet 
and if found proper issues the necessary authority. The 
operator then asks permission of the operator at the next 
station to admit the train to the block. If the latter is 
satisfied that the track is clear he gives his consent. All 



STATION AND TRAIN WORK 



425 




FIG. 137. BIGHT SEMAPHORE SIGNAL, BRIDGE EQUIPPED 
WITH THE SAFETY STORAGE SYSTEM. 

(Cylinder indicated by arrow.) 



Owing to the great penetrating power of Acetylene and the absence of 
the yellow rays, it is of great value for Signal Lighting. All colors hold their 
true value under this marvelous illuminant, which makes it possible to use a 
wider range of colors for signals. Through heavy storms and fogs that ob- 
scure other lights and make it necessary for the engineer to slow down, and 
sometimes almost stop, to make the signal, the Acetylene signal shines clearly 
and the signal can be seen without any trouble. 

The illustration shows an eight semaphore light signal bridge equipped 
with the Safety Storage System. The cylinder seen at the foot of the right- 
hand end of the bridge is one of our old style 20 1-4 inches by 124 inches, con- 
taining 2,200 cu. ft. of gas at 150 lbs. pressure. One such cylinder will supply 
the eight light bridge for five months, lights burning night and day, requiring 
no attention except to clean lamps every thirty days. 



426 RULES FOR MOVEMENT OF TRAINS 

three must make a mistake if the wrong authority is 
granted, and it would seem impossible that an error could 
be thus made. The record of four months shows that 
nothing approaching such an error has been experienced. 
The duties of each man are so simple, compared with the 
handling of a hundred or more train orders every day, 
and he has practically but one thing to do at a time, while 
a dispatcher on an ordinary district has sometimes a 
dozen matters requiring attention, and operators and 
trainmen have numerous orders, each of which must be 
delivered and executed without failure or oversight." — ■ 
From Locomotive Firemen and Engineers' Magazine, 
May, ipo8. 



BLOCK SIGNAL EXAMINATION. 

QUESTIONS WITH ANSWERS. 

Q. What is a block signal? A. A telegraph station 
with all the necessary signals for blocking trains. 

Q. What is a block. A. The distance between the 
outer approaching switches of two block stations. 

O. What is a positive block? A. A Block where 
there is only one train allowed at a time. 

Q. What is a cautionary or permissive block? A. 
A block where two trains are allowed by the use of a 
cautionary card or signal. 

Q. Are block signals used for any other purpose than 
blocking trains? A. They may be used for stopping 
trains for telegraphic orders. 

Q. What rules besides block signal rules apply to 
them? A. Train order rules. 

O. What is a block signal? A. A semaphore where 
arms govern by day, and red, green and white lights by 
night. 

0. Which arm and light of the block signal govern 
trains approaching such signal? A. The right arm and 
the light facing the train. 

Q. What does the horizontal position of the arm or 
red light signify ? A. Danger. 

Q. What does the diagonal position of the arm or 
green light signify? A. Caution; another train is in 
the block. 

Q. What does the vertical position of the arm or the 
white light signify? A. Clear; no train in the block. 

427 



428 RULES FOR MOVEMENT OF TRAINS 

Q. When a clear signal is given how far does it indi- 
cate that block is clear? A. To outer approaching 
switch of the block station ahead. 

Q. What switch is meant by the outer approaching 
switch of the block station ahead? A. The one farth- 
est out from that station. 

Q. At what position must signals always be kept ex- 
cept when changed to permit a train to pass ? A. Hori- 
zontal or danger. 

Q. While you have train orders on hand, at what 
position must block signals be left? A. Horizontal or 
danger. 

Q. What must be done before issuing clearance cards 
to trains to which you have delivered orders? A. As- 
certain that there are no more orders and that the block 
is clear. 

Q. If you have no orders for a train, which is ap- 
proaching, and block ahead is clear, when should you 
give clear signal to that train ? A. As early as possible 
in order that they will not reduce speed. 

Q. When is the proper time to report a train clear of 
a block? A k One hundred yards past the block station. 

Q. When is a proper time to replace danger signals 
after a train has passed? A. Immediately after the 
markers have passed the block station. 

Q. How are you to know when an entire train has 
passed your station ? A. By the markers. 

Q. What are the markers? A. Red and green 
lights by night and green flags by day. 

Q. If a train passes with no markers displayed what 
would you infer, and what action would you take? A. 
Notify block stations on each side and report to train dis- 
patcher that train has parted. 



STATION AND TRAIN WORK 429 

Q. If you are notified by next block station in either 
direction that a train which had entered block has parted 
what would you do? A. Give "train parted" signal to 
engineer as front portion approached. 

Q. What is a "train parted" signal? A. A lamp or 
flag swung vertically at arm's length across the track. 

Q. For what purpose is a cautionary block signal or 
card used ? A. To allow a train to enter a block which 
is not clear. 

O. Suppose that two or more sections of a train were 
to meet an opposing train at your station ; would you give 
the opposing train a clear signal before all the sections 
had passed and all others had been completed and de- 
livered or cancelled or while there was another train in 
the block? A. No. 

Q. What record of movements of train is to be kept 
and at what time must the record commence? A. A 
record of train movements should be kept on a train reg- 
ister sheet and should be commenced at midnight daily. 

0. How are trains to be reported? A. To offices 
both in advance and rear. 

Q. What does signal B signify? A. Block. 

Q. What must be done with regard to an approach- 
ing train if a train from an opposite direction upon single 
track has entered the block? A. Leave danger signal 
displayed to hold the approaching train. 

Q. What should be done upon the approach of a train ? 

A. If block is clear, and if you hold no orders for the 

# train, display white or clear signal allowing it to proceed. 

Q. What would be done in case you could not raise 
the next block station to get him to block trains and you 
could not raise train dispatcher for instructions? A. 
Issue a caution card stating the facts of the case. The 



430 RULES FOR MOVEMENT OF TRAINS 






train could then proceed only as in accordance with the 
time schedule. 

Q. Under what conditions may a train be permitted 
to enter a block before a preceding train has cleared that 
block? A. Under a cautionary signal or card. 

Q. How must your signals be displayed when trains 
are to meet at your station? A. They should be held 
at danger until one train is clear on the side track. 

Q. What must be done in case a train is to use a 
cross-over switch or enter the opposite or wrong-going 
track? A. The conductor must notify the operator, at 
the block station to be last passed, of his intentions, who 
will notify the operator in the block station in advance, 
to use the danger or cautionary signals for all opposing 
trains until informed that the train which crossed over 
has reached bis or another block. Station on the right 
track. 

Q. If a train enters a siding at your station to be met 
and passed by another train what must you know before 
reporting the block clear? A. That the markers on the 
rear of the train are clear on siding and that the switch 
is closed. 

Q. If it should be necessary to stop a train while it is 
passing your station for which you have given a clear or 
caution which signal would you use? 

A. The danger signal, also hand signal. 

Q. After an engine or train has passed your office 
and you are offered an order for that train, or you are ' 
ordered to block it, what would you do? A. Refuse by 
stating the circumstances and then endeavor to stop the 
train. 

Q. What must be done before closing a block signal 



STATION AND TRAIN WORK 431 

station? A. Get relief from the train dispatcher and 
notify the offices on each side. 

Q. When block offices are closed what must be done 
with the signals ? A. Leave them at white. 

Q. What must be done when an office is reopened? 
A. Report to the train dispatcher for duty and notify 
the stations on each side. 

Q. What must be done before allowing the first train 
to pass? A. Ascertain if block is clear. 

Q. When should hand signals be used? A. At any 
time when the proper indications cannot be given by tfos 
fixed signal. 



SIGNALLING CATECHISM. 

Q. What do block signals control ? 

A. The use of certain blocks. 

Q. Do they affect the movement of trains under time 
table or train rules? 

A. No. 

Q. Do you consider that a block signal relieves you 
in any way from protecting your train by flagman? 

A. No. 

Q. Explain the position of block signal when "Clear" 
and at "Stop/' 

A. When at "Clear" they will show a diagonal arm 
by day and a green light at night. When at "Danger" 
a horizontal arm or a red light at night. 

Q. When signal is clear to what point does it give 
you a clear track? 

A. To the outer approaching switch at the next sta- 
tion. 

Q. What is meant by the outer approaching switch 
at station? 

A. The first switch reached. 

Q. Do block signals control trains standing on side 
track ? 

A. No. 

Q. What authority is necessary before train on side 
track can proceed? 

A. Authority from the signal man. 

Q. Of what does such authority consist? 

A. A caution card and release, a release stamped 

432 



STATION AND TRAIN WORK 433 

"Block is Clear, " a train order stamped "Block is Clear" 
or train orders and a caution card. 

O. How must trains moving under caution card ex- 
pect to find main track? 

A. Occupied in that block. 

Q. When two or more trains coupled together enter 
a block when can they be uncoupled and what is your 
duty? 

A. Only at a block station and signalman to be no- 
tified. 

Q. What is necessary before train crosses from one 
main track to another? 

A. A cross-over permit. 

Q. After clearing a block what are instructions rela- 
tive to re-entering or backing into same? 

A. Must not back within 300 feet of the block with- 
out authority from the signalman. 

Q. How long are trainmen required to watch block 
signal to see that position does not change? 

A. Until the entire train has passed. 

Q. If you came to a block signal where a signalman 
is regularly employed and found no signalman there what 
would you do ? 

A. Would wait ten minutes, then proceed to the next 
block station, and report the fact to the train dispatcher. 
This applies to an intermediate station where there are 
no sidings. 

Q. When parted train has been recoupled who must 
conductor notify? 

A. The signalman. 

Q. Will hand signals be accepted against block sig- 
nals? 

A. No. 



434 RULES FOR MOVEMENT OF TRAINS 

Q. What is required of conductor when track is ob- 
structed between block stations? 

A. Conductor should notify the nearest block signal- 
man. 

Q. Upon entering a siding at a block station what 
notice is required of conductor to signalman when train 
is clear of main track and switch is locked ? 

A. He must personally notify the signalman that train 
is clear of main track. 

Q. What is an intermediate siding? 

A. A side track between two open block stations. 

Q. What is required of an inferior train accepting a 
clear signal, intending to proceed to next block station 
on its right, but which through delay cannot reach such 
station, and an intermediate siding is located between 
blocks? What is required of a superior train? 

A. They must take the intermediate siding, or if un- 
able to reach same they should protect themselves with 
flagman. The superior train would proceed by authority 
of caution card. 

Q. What form of release is required where two trains 
are scheduled to meet at an intermediate siding ? 

A. A release showing that train order signal is dis- 
played for these two trains to meet at the intermediate 
siding. 

Q. If the inferior train fails to make the meeting 
point how will the superior train be governed. 

A. It will proceed on its time table rights and the 
same as on caution card. 

Q. When two trains meet by special order at an in- 
termediate siding what is necessary besides the order be- 
fore entering the block? 



STATION AND TRAIN WORK 435 

A. A release stating that signal is displayed for such 
trains to meet at the intermediate siding. 



TEN MINUTE BLOCK. 

Q. In districts not controlled by telegraph block how 
far apart must trains in the same direction keep? 

A. Ten minutes. 

Q. If you are passed by any train at an intermediate 
siding how long would you wait before proceeding? 

A. Ten minutes. 

DEFINITIONS. 

Q. Define a block? 

A. A length of track of stated limits, controlled by a 
block signal. 

Q. A positive block? 

A. One in which only one train is allowed at a time. 

Q. A permissive block? 

A. One in which two or more trains are allowed. 

Q. A block station? 

A. A place from which block signals are operated. 

Q. A block signal? 

A. A fixed signal controlling the use of a block. 

Q. A home block signal? 

A. A fixed signal at the entrance of a block to con- 
trol trains entering same. 

0. A distant signal? 

A. A fixed signal used in connection with the Home 
signal to indicate that the Home signal may be at "Stop" 
when the distant signal is at "Caution" or that the Home 
signal is clear when the distant signal is clear. 



436 RULES FOR MOVEMENT OF TRAINS 

Q. An advance block signal? 

A. A fixed signal used in connection with a Home 
block signal to subdivide the block in advance. 

Q. What is a block system? 

A. A series of consecutive blocks. 

Q. A telegraph block system ? 

A. A block system in which the signals are operated 
manually upon information by telegraph. 

Q. A controlled manual block system? 

A. A block system in which the signals are operated 
manually and so constructed as to require the co-opera- 
tion of the signalman at both ends of the block to display 
a clear signal. 

Q. What is an automatic block system? 

A. A block system in which the signals are operated 
by electric, pneumatic or other agency actuated by a train 
or by certain conditions affecting the use of the block. 



SIGNALS USED IN AUTOMATIC BLOCK. 

Q. What signals are used in connection with the auto- 
matic block system? 

A. Either the semaphore or the enclosed disc. 

Q. How are the signal indications given by day and 
by night? » 

A. By not more than two positions of an arm or 
disc, and at night by light of prescribed colors. 

Q. Explain where you would look for these signals 
on single, double and three tracks? 

A. Over or upon the right of the track to which they 
refer, and on double track to the left of the track to 
which they refer, for one or two tracks the signals may 



STATION AND TRAIN WORK 437 

be attached to the same mast. For three tracks, usually 
over the running track. 

Q. When these signals are located on bracket posts 
what signal would you read for the track on which you 
are running ? 

A. The signal on the right hand mast refers to the 
track furthest to the right, the next signal to the left re- 
fers to the next track to the left and so on. 

Q. To what side of the signal mast are semaphore 
arms displayed as seen from an approaching train? 

A. To the right of the mast. 

Q. What would a distant block signal set at caution 
indicate ? 

A. A distant block signal indicates the position of 
the Home signal ahead. 

Q. When the indicator disc is visible at a main track 
switch what would it indicate? 

A. It would indicate that the head of an approaching 
train had reached a point within 1,000 feet in advance of 
the block signal protecting the switch. 

Q. By what signal are the indications for the main 
running track given? 

A. By a high Home signal. 

Q. In what direction do even numbered signals gov- 
ern? 

A. South or East. 

Q. Odd numbered signals? 

A. North or West. 

Q. Where a semaphore signal is used where are the 
arms displayed and how many positions are there ? 

A. To the right of the mast. There are two posi- 
tions. 



438 RULES FOR MOVEMENT OF TRAINS 

Q. How at night? 

A. It will show a green light when at clear and a red 
light when at danger. 

Q. Where signal disc is used how are the indications 
given ? 

A. By a position of a red or clear disc. 

Q. How at night? 

A. By the light of the same color. 

Q. What is the "Stop" and "Proceed" signal on a 
Home 'Semaphore by day and by night? 

A. When at stop it will show a horizontal arm to 
the right of the mast and at night a red light. When 
"Clear" it will show a diagonal arm by day and a green 
light by night. 

Q. Where two signals are displayed from the same 
mast what does the upper arm indicate? 

A. The upper one is the Home block signal for the 
block in advance. 

Q. What does the lower arm indicate? 

A. It is the distant signal for the second block, in ad- 
vance. 

Q. What is a caution signal pn a Distant Semaphore 
signal? 

A. The arm displayed in a horizontal position and at 
night a green and red light. 

Q. What is a Clear Signal on a distant Semaphore 
signal ? 

A. The arm displayed diagonally and at night a green 
light. 

Q. What is a Stop signal on a Home Disc signal by 
day and by night? 

A. A red disc and at night a red light. 



STATION AND TRAIN WORK 439 

Q. What is a Clear signal on a Home Disc signal by 
day and by night? 

A. The red disc withdrawn from view and at night 
a green light. 

Q. What is the Caution signal on a Distant Disc sig- 
nal by day and by night? 

A. A green disc with a white cross on its face or a 
red and green light at night. 

Q. What does such Caution signal mean? 

A. To proceed with caution to the Home signal. 

Q. What is a "Clear" signal on a Distant Disc signal? 

A. The disc withdrawn from view and at night a 
green light. 

Q. When a train is stopped by an automatic block 
signal when may it proceed and how will it run? 

A. When the signal is cleared, or after waiting one 
minute for signal to clear. It should run with caution to 
the next clear signal. 

Q. What is the indication when a signal is out of* 
service and how will you proceed? 

A. It will be covered with a white shield. Would 
proceed with caution to the next signal. 

0. What is necessary when you find a signal out of 
order? 

A. Would notify superintendent. 

Q. When a Home signal indicates "Stop" what does 
it mean? 

A. It indicates that the block is 'occupied, that a 
sw T itch is wrong in the block, that a car is foul of the 
main track or that the signal apparatus is out of order. 

Q. If you desire to pass from a side track to the main 
track and you find a red disc visible in the indicator box, 
w T hat would you do? 



440 RULES FOR MOVEMENT OF TRAINS 

A< Would not open switch until red disc disappeared 
from view. 

Q. Can a switch be opened to permit a train to move 
from the main to a side track when the red disc is visi- 
ble in the indicator box at the switch? 

A. Yes. 



SIGNALS OF INTERLOCKING PLANTS. 

Q. What is a high signal? 

A. A signal supported on a mast 20 feet or more high. 

Q. A mast? 

A. An upright to which signals are attached. 

Q. A Home signal? 

A. A fixed signal at which trains are required to 
stop when the route is not clear. 

Q. A distant signal? 

A. A fixed signal used in connection with the Home 
signal to indicate that the Home signal may be at "Stop" 
when the Distant signal is at "Caution" or that the Home 
signal is at "Clear" when the Distant signal is "Clear." 

Q. A D'warf signal? 

A. A low Home signal. 

Q. What signal is used at interlocking plants? 

A. The Semaphore signal. 

Q. How are the indications given by day and by 
night ? 

A. By semaphore arms by day and lights «of pre- 
scribed color by night. 

Q. Where are these signals located on single, double 
and three tracks? 

A. On single track they are either over or to the rigbf 



STATION AND TRAIN WORK 441 

of the track to which they refer, on double track they are 
located to the left of the track to which they refer, on 
three tracks usually over the running track. 

Q. To what side of the mast are the arms displayed 
as seen from an approaching train? 

A. To the right. 

Q. Explain the position of signal on bracket posts and 
what track they control ? 

A. The signals on the right hand mast refer to the 
track furthest to the right; the signals on the next mast 
to the left refer to the next track to the left, and so on. 

Q. When the train service on one main track is su- 
perior to that of another how will the signals be dis- 
played ? 

A. The signals for the superior track will be placed 
six feet higher than those for the inferior track. 

Q. By what will the indication for main running 
track in the established direction be given? 

A. Home signal. 

Q. At junction points where two signals are located 
on the same mast what route will the top signal govern? 

A. The superior route. 

Q. What is the indication for a diverging movement 
from the main running track in the established direction 
to a secondary or side track? 

A. By a Dwarf signal. 

Q. Where will the Dwarf signal be located? 

A. To the right of the track to which it refers, and 
either at the foot of or opposite the high Home signal. 

O. How will the light on the Dwarf signal show to 
indicate a diverging movement? 

A. It will show either a diagonal arm or a green 
light. 



•442 RULES FOR MOVEMENT OF TRAINS 

O. How will the high Home signal show? 

A. It will indicate "Stop." 

O. By what signal will the indication for a reverse 
movement from the established direction on or from a 
main running track, or for a movement to or from a side 
track in either direction be given? 

A. By a Dwarf signal. 

O. What does a Home signal in a horizontal position 
or a red light by night denote? 

A. Stop. 

O. Wliat does it mean when the arm is inclined diag- 
onally downward or a green light is shown ? 

A. Proceed. 

O. Wliat does it mean when the Distant signal is in 
a horizontal position or a red and green light is shown? 

A. It would indicate that the Home signal may be at 
danger and train should proceed with caution prepared to 
stop before Home signal is reached. 

O. What does it indicate when Distant signal is in a 
diagonal position or a green light is shown ? 

A. It means that the Home signal is at clear. 

O. When a signal indicates ''Stop" where must en- 
gine be stopped? 

A. Before signal is passed. 

O. If after receiving a "Clear" signal the semaphore 
is placed in the "Stop" position what should be done? 

A. Train should stop at once. 

O. What report should be made of same? 

A. It should be reported to the Superintendent. 

Q. In case you experience an unusual delay at an in- 
terlocking plant what report should be made of same? 

A. Report should be made to the Superintendent. 



STATION AND TRAIN WORK 443 



SIGNALS OF INTERLOCKING PLANTS. 

Q. What is a high signal? 

A. A signal supported on a mast 20 feet or more 
high. 

Q. A mast? 

A. An upright to which signals are attached. 

Q. A Home signal? 

A. A fixed signal at which trains are required to stop 
when the route is not clear. 

Q. A Distant signal ? 

A. A fixed signal used in connection with the Home 
signal to indicate that the Home signal may be at stop 
when the Distant signal is at caution or that the Home 
signal is at clear when the Distant signal is at clear. 

Q. A Dwarf signal? 

A. A low Home signal. 

Q. What signal is used at interlocking plants ? 

A. The Semaphore signal. 

Q. How are the indications given by day and by 
night ? 

A. By semaphore arm by day and light of prescribed 
colors at night. 

Q. Where are these signals located on single, double 
and three tracks? 

A. On single track they are either over or to the right 
of the track to which they refer ; on double track they are 
located to the left of the track to which they refer (or as 
the case may be). 

Q. To what side of the mast are the arms that govern 
displayed as seen from an approaching train ? 

A. To the right of the mast. 



444 RULES FOR MOVEMENT OF TRAINS 

Q. Explain the position of signals on bracket posts 
and what tracks they control ? 

A. The signals on the right hand mast refer to the 
track furthest to the right; the signals on the next mast 
to the left refer to the next track to the left, and so on. 

Q. When the train service on the main track is su- 
perior to that of another how will the signals be dis- 
played ? 

A. The signals for the superior track will be placed 
six feet higher than those for the inferior track. 

Q. B'y what will the indication for main running track 
in the established direction be given? 

A. A Home signal. 

Q. At junction points where two signals are located 
on the same mast what route does the top signal govern ? 

A. The superior route. 

Q. What is the indication for a diverging movement 
from the main running track in the established direction 
tp a secondary or side track? 

A. By a Dwarf signal. 

Q. Where will the Dwarf signal be located? 

A. To the right of the track to which it refers and 
either at the foot of or opposite the high Home signal. 

Q. How will the light on the Dwarf signal show to 
indicate a diverging movement? 

A. It will show either a diagonal arm or a green 
light. 

Q. How will the high Home signal show ? 

A. It will indicate stop. 

Q. By what signal will the indication for a reverse 
movement from the established direction on or from a 
main running track or for a movement to or from a side 
track in either direction be given? 



STATION AND TRAIN WORK 415 

A. By Dwarf signals. 

Q. What does a Home signal in a horizontal position 
or a red light by night denote and how would you be gov- 
erned ? 

A. It indicates stop and I would not pass it while in 
that position. 

Q. What does it mean when the arm is inclined diag- 
onally downward or a green light is shown? 

A. Proceed. 

O. What does it mean when the Distant signal is in 
a horizontal position or a red and green light is shown 
and how would you be governed? 

A. It indicates that the Home signal may be at dan- 
ger and train should proceed with caution. 

Q. What does it indicate when distant signal is in a 
diagonal position or a green light is shown? 

A. It means that the Home signal is at clear. 

Q. When a signal indicates stop, where must engine 
be stopped? 

A. Before signal is passed. 

Q. If after receiving a "dear" signal the semaphore 
is placed in a stop position what should be done ? 

A. Train should stop at once. 

Q. What report should be made of same? 

A. It should be reported to the Superintendent. 

Q. What is your duty when approaching interlocking 
stations when train is parted? 

A. To sound the train parted signal. 

Q. What is your understanding about allowing sand 
to be dropped and overflow from ejector to run down on 
track in the vicinity of interlocking plants? 

A. It should not be done. 



446 RULES FOR MOVEMENT OF TRAINS 

O. In case you experience an unusual delay at an in- 
terlocking plant what report must be made of same? 
A. Report should be made to the Superintendent. 



SIGNALMEN AT INTERLOCKING PLANTS. 

Q. Have you received a copy of the Rules and Regu- 
lations of the Railway Company, effective , 19 — , 

and do you understand that they supersede all previous 
rules and regulations? 

A. Yes. 

Q. Have you read the Rules and Regulations ; are 
you conversant with them and will you obey the instruc- 
tions contained therein? 

A. Yes. 

Q. Do you understand that in accepting employment 
you assume its risks, and that each employe is responsible 
for his own safety, and must exercise care to avoid in- 
jury to others? 

A. Yes. 

Q. What is the rule in regard to the use of liquor, 
the frequenting of places where liquor is sold and the 
use of tobacco? 

A. The use of liquor and the frequenting of places 
where sold is prohibited, and the use of tobacco in and 
about passenger stations and on passenger cars* is not 
allowed. 

Q. When are night signals displayed? 

A. From sunset to sunrise, except in heavy weather, 
when they should be displayed to suit conditions. 



STATION AND TRAIN WORK 447 

DEFINITIONS. 

Q. What is a high signal? 

A. A signal supported on a mast at least 20 feet above 
the track. 

Q. A mast? 

A. An upright to which the signals are attached. 

Q. A Home signal? 

A. A fixed signal at a point at which trains are re- 
quired to stop when the route is not clear. 

Q. A Distant signal? 

A. A fixed signal used in connection with the Home 
signal to indicate that the Home signal may be at stop 
when the Distant signal is at caution; or that the Home 
signal is at clear when the Distant signal is clear. 

Q. A Dwarf signal? 

A. A signal indicating a diverging movement from 
the main track. 

Q. What is the normal position of Home and Distant 
signals ? 

A. The normal indication of Home signal is at stop 
and of Distant signal at caution. 

Q. On what side of mast are arms displayed for trains 
in a particular direction ? 

A. To the right of the mast. 

Q. When the train service on one main running track 
is superior to that of another how are the signals ar- 
ranged for each track? 

A. The signals for the superior tracks are located 
6y 2 feet higher than those for inferior tracks. 

Q. How is the signal for. a main running track move- 
ment given? 



448 RULES FOR MOVEMENT OF TRAINS 

A. By a high Home signal. 

Q. At junction points where two signals are located 
on the same mast what route does the top signal govern ? 

A. A superior route. 

Q. What is the indication for a diverging movement 
from the main running track in the established direction 
to a secondary or side track? 

A. A Dwarf signal with a diagonal arm or a green 
light. 

Q. Where will the Dwarf signal be located? 

A. On the right of and adjoining the track to which 
it refers and either at the foot of or opposite the high 
Home signal. 

Q. How will the light on the Dwarf signal show to 
indicate a diverging movement? 

A. Green. 

Q. How will the high Home signal show when the 
Dwarf signal indicates diverging movement? 

A. Stop. 

Q. By what signal will the indication for a reverse 
movement from the established direction, on or from the 
main running track, or for a movement to or from a side 
track, in either direction be given? 

A. By a Dwarf signal. 

Q. When the route is not clear how does the Home 
signal show by day and by night? 

A. A horizontal arm by day and in addition a red 
light by night. 

Q. How does it show when clear by day and by 
night ? 

A. The arm in diagonal position and in addition at 
night a green light. 



STATION AND TRAIN WORK 449 

Q. How does the Distant signal show when at caution 
by day and by night ? 

A. The arm in a horizontal position and in addition a 
red and green light at night. 

Q. How does the Distant signal show when the route 
is clear by day and by night? 

A. The arm in a diagonal position and in addition a 
green light at night. 

Q. What persons are allowed to operate levers and 
other appliances at interlocking towers? 

A. Only those whose duties require them to operate 
them. 

Q. Except when signals are cleared for the passage 
of trains how should they be left? 

A. In the normal position. 

Q. When should signals be cleared for approaching 
trains ? 

A. In sufficient time to avoid delay to the train. 

Q. After a train has passed when should signals be 
restored to normal position? 

A. As soon as the train has passed to Home signal 
limits. 

Q. If, after having given a train clear track it is 
necessary to change the route, what must be done before 
switches are changed? 

A. The train must be stopped. 

Q. What about moving a switch when a train is 
standing close to same? 

A. It should not be done. 

Q. If any indication of derangement of the signal ap- 
paratus, what must be done before operating same ? 

A. They should be examined. 



450 RULES FOR MOVEMENT OF TRAINS 

Q. What is necessary in cold weather to prevent con- 
nections from freezing? 

A. Signal should be operated frequently to prevent 
freezing. 

Q. What is necessary when a signal fails to work 
properly ? 

A. It should not be used and should be secured to 
give the normal indication until repaired. 

Q. What about allowing alterations or additions to in- 
terlocking plants? 

A. It should not be done without proper authority. 

Q. If there is a derailment or switch run through at 
an interlocking plant, or if any damage occurs to same, 
what is required? 

A. The signal should be placed to give the normal 
indication and no train allowed to use the same until they 
have been put in order. 

Q. What is necessary when a switch is disconnected 
from interlocking apparatus? 

A. It must be securely fastened. 

Q. What is necessary during snow storms? 

A. To know that switches are properly cleaned. 

Q. If any electrical or mechanical appliance fails to 
work properly what is required of signalman ? 

A. Notice should be sent to the Division Superin- 
tendent and the repairman. 

Q. When switches or signals are being repaired what 
is required of signalman? 

A. He should have an understanding with repairman 
before operating such signals. 

Q. What is your duty in regard to observing passing 
trains and what would you do in case you found any- 
thing wrong with same ? 



STATION AND TRAIN WORK 



451 



A. I would do everything possible to prevent damage 
or injury. 

Q. If you have information that an approaching train 
has broken in two what is your duty? 

A. I would use every effort to give the train a clear 
route and give train parted signals to enginemen. 

Q. What danger signal should be kept on hand at 
interlocking towers? 

A. Red lamps and flags, torpedoes and fusees. 

Q. If necessary to discontinue the use of any signal 
how will signalman handle trains? 

A. By hand signal. 
< Q. Who is held responsible for the care of an inter- 
locking station and its appliances? 

A. The signalman. 

Q. How should lights in an interlocking station be 
placed? 

A. So they cannot be seen from the approaching 
train. 

Q. What should be done when a train runs by a stop 
signal ? 

A. The Division Superintendent should be notified. 

Q. What persons are allowed in an interlocking sta- 
tion? 

A. Only those whose duties require them to be there. 

REPAIRMEN. 

Q. Who is responsible for the proper inspection and 
adjustment of interlocking plants? 

A. The repairman. 

O. What report must be made when track or switches 
do not permit of proper operation ? 



452 RULES FOR MOVEMENT OF TRAINS 

A. A report should be sent to the Superintendent. 

Q. When repairing interlocking plants with whom 
must you have an understanding and whom must you 
notify when such repairs are completed? ' 

A. The signalman. * 

Q. What is necessary when any switch is discon- 
nected? 

A. It should be securely fastened before any train is 
permitted to pass over it. 

Q. By whom are alterations or additions to interlock- 
ing plants authorized? 

A. The Chief Engineer. 

Q. To whom must you report your whereabouts? 

A. The Division Superintendent. 



POINTERS FOR CONDUCTORS. 

Conductors should remember that they were once 
brakemen themselves, and should bear in mind that a 
kind word and genial manner often secures better re- 
sults than a sullen demeanor and gruff manner; besides 
it makes friends of their worthy fellow employes and the 
public generally, in addition to elevating them in the 
estimation of their immediate superior officers. 

Conductors should be at their trains at terminal sta- 
tions at least thirty minutes in advance of the schedule 
leaving time, or the time at which they were called to 
leave, and so far as their personal attention will permit 
should insure leaving promptly on time. 

They are responsible for the safe management of their 
train, and for the strict performance of duty on the part 
of the men engaged with them. In order to secure ef- 
fective work, conductors should be familiar with the du- 
ties required of train employes. 

They should require their brakemen to assist ladies, 
children and infirm persons off and on the cars, and 
should render such assistance themselves when neces- 
sary. 

They are clothed by law with the power of sheriffs in 
order to quell disturbances or to protect property or per- 
sons upon their trains. Should it ever become necessary 
to make arrests upon such occasions, the offenders should 
be secured and delivered to the sheriff or police at the 
first station where such officers may be found. 

When a conductor discovers anything wrong with the 

453 



454 RULES FOR MOVEMENT OF TRAINS 

track, bridges or culverts, likely to cause an accident to 
a following train, he should not wholly depend upon the 
telegraph in order to notify other trains., but should leave 
a flagman and in addition notify the nearest section fore- 
man. 

When notified of a defect in the telegraph line they 
should instruct their brakemen to watch for it, and when 
it is found its character and location should be reported 
to the telegraph operator at the next office. 

When an accident occurs which involves loss of life, 
serious injury of persons, damage to property or the 
obstruction of the track, or when the track is impassable 
because of snow or damage by flood or any other cause, 
conductors should report the fact to the proper official 
by telegraph as soon as possible, giving all the informa- 
tion necessary to> a clear understanding of the case, such 
as the location, nature, cause and extent of the injury, 
damage or obstruction, and they should state what relief 
or assistance is required. 

In the train register book at all terminal stations, or 
wherever such hooks are kept, they should enter imme- 
diately before departing and upon arrival, the time of 
departure or arrival of their trains, the number of the en- 
gine, name of the engineer, and whether or not signals 
are carried and also other entries required by their com- 
pany. 

The signal for starting passenger trains from division 
terminals should always be given by conductors with the 
air signal cord from the rear of the train. 

Particular attention should be given to the safety and 
comfort of passengers. Careful attention should also be 
given to the heating, lighting and ventilating of cars, and 
the supply of drinking water in the tanks. 



STATION AND TRAIN WORK 455 

Shortly before reaching a station at which the train 
stops, brakemen or porters should pass through it, ex- 
cept the sleeping and dining cars, and announce distinctly 
twice in each car (with the doors closed) the name of 
the station the train is approaching, and if, for any rea- 
son, the train is thereafter stopped before reaching the 
station so announced, the passengers should be apprised 
thereof to prevent them from leaving the train at the 
wrong place. 

At junction stations and crossings, where trains leave 
in different directions, conductors should cause to be an- 
nounced before starting distinctly in each coach the di- 
rection in which their trains are to go, and the names of 
the principal stations on the route. Conductors should 
also notify passengers of the departure of their train in 
time before leaving meal stations. 

Conductors should see that passengers are seated and 
should not permit them to ride on coach platforms. 

Freight conductors should allow none but the train 
crew to ride on their trains without a special permit. 

Conductors of passenger trains are generally required 
to wear the uniform adopted by the company in whose 
employ they are. 

When from any cause conductors leave cars at a sta- 
tion without having received orders to do so they should 
notify the proper official by telegraph, giving the initials, 
numbers and kind of cars, the siding where left, the rea- 
sons for having left them. They should also examine 
the train equipment and see that necessary tools and sup- 
plies are on hand and in their 4 proper places. 

Conductors should comply with the directions of agents 
in placing cars and doing other station work ; when it is 



456 RULES FOR MOVEMENT OF TRAINS 

necessary to move cars that are placed for loading or 
unloading, they should be replaced. 

In case an agent's orders appear to be unreasonable 
the fact should be reported to the proper officials. 

Conductors, or trainmen should part their trains to 
the full width of the highway in order to clear all cross- 
ings while standing at stations. 

In no case should cars be switched or the train backed 
over a public crossing, or highway, unless a man is on 
the forward end of the first approaching car to see that 
the crossing is clear ; if at night he should display a light. 

When cars leave the track they should not be turned 
over, thrown down embankments, or broken up, merely to 
get them out of the way. Every effort should be made 
by trainmen to set them on the track, and they should 
take the damaged cars to the nearest available siding; 
the conductor should, when necessary, call on section 
men or any other available force for assistance, which 
should be rendered promptly. 

Conductors of trains carrying live stock should consult 
the stockmen in matters pertaining to the care and com- 
fort of the stock and in warm weather hogs should be 
watered as often as necessary. 

The doors of empty cars hauled in a train should be 
kept closed. 

Conductors should carefully examine the seals and 
locks and keep a record of their condition in order to 
be in a position to give definite and clear answq^s to 
inquiries. 



STATION AND TRAIN WORK 457 

POINTERS TO BRAKEMEN. 

Brakemen as a rule aspire to become conductors. They 
should bear in mind that in addition to the faithful dis- 
charge of their duties the deportment has much to do 
with their promotion. Brakemen are usually under the 
orders of the conductor and should be at the terminal sta- 
tion not later than thirty minutes before the departure of 
their train. 

Neatness in personal appearance and civility towards 
passengers and fellow workmen cut quite a figure. 

They should have their lamps trimmed and ready for 
lighting. If in passenger service they should see that 
the heating and ventilation of the coaches are properly 
regulated. 

When on duty passenger brakemen are usually re- 
quired to wear the regulation uniform and badges 
adopted by the company in whose service they are. 

On steep grades the rear brakeman should remain on 
the caboose to take care of the rear end and stop it in 
case the train should break in two. 

Brakemen should familiarize themselves with the du- 
ties of a conductor in order to be able to take charge of 
their train in case of accident or sickness. 

When a brakeman goes out as a flagman he is equally 
responsible with the conductor for the faithful discharge 
of his duties. 

When it can be done tail lights or markers should be 
taken to the rear of passenger trains without passing 
through the sleeping or dining cars. 

Head end brakemen when riding on the engine should 
comply with the orders of the engineer in all matters per- 
taining to the safety of the train. 



GENERAL RULES COVERING THE OPERATION 

OF TRAINS AND HANDLING OF FREIGHT 

AND PASSENGERS. 

Not to go to Meals Without Permission, Conductors 
and enginemen should not go to meals nor delay their 
trains from any cause after receiving an order allowing 
them to proceed without asking for and obtaining special 
permission to do so from the train dispatcher. In case a 
train has work to do they should immediately notify the 
train dispatcher of the probable length of time before they 
would be ready to leave. After receiving permission, the 
conductor should report when he is ready to go, and ask 
if there are any further orders. All communications from 
conductors, enginemen and others concerning train or- 
ders should be addressed to the train dispatcher in writ- 
ing. 

Changing Off. When enginemen or conductors change 
off before the completion of their trips, they should care- 
fully change any orders they may have and should see 
that they are perfectly understood by those to whom 
transferred. Changes of this kind should not be made 
without the consent of the train dispatcher. 

Train Baggage-men and Freight Men. Train baggage 
men and freight men are under the immediate charge of 
the conductor of the train and when not in conflict with 
the Company's rules must obey his orders. Train bag- 
gage men ought to provide themselves with a copy of 
the rules and regulations issued by the Company's gen- 
eral baggage agent and observe them. 

458 



STATION AND TRAIN WORK 459 

Riding Cars and Switching. None but train men or 
switch men should be allowed to ride cars, or in any way 
assist in switching trains on the road or at terminals. 

Riding on Locomotive Pilots. No person should be 
allowed to ride upon the pilot of a locomotive either in 
dispatch of duty or otherwise. 

Track Scales. Switches should be set for dead rails 
over track scales when they are not being used for weigh- 
ing purposes. 

Turn-tables Locked. Turn-tables should be locked 
with a switch lock, by enginemen immediately after use 
unless in charge of employees. When turn-tables are 
found unlocked or locks are discovered to be out of order 
the fact should be immediately reported to the Superin- 
tendent by wire. 

Taking Coal and Water. When it is necessary to take 
coal or water, freight trains of more than 20 cars in 
length should be stopped 100 feet from coal or water 
stations and engine uncoupled. Before starting again the 
engineman should know that the aprons and spouts have 
been properly placed to clear passing trains. 

Engines Standing in Highzvay Crossings. Engines 
should not be permitted to stand nearer than 100 feet 
to street or highway crossings, nor under a bridge if it 
can be avoided, neither in the vicinity of waiting rooms, 
offices or cars occupied by passengers where the noise or 
smoke is likely to disturb the occupants. 

Dead Engines in Transit. When more than one en- 
gine is to be hauled as freight in a train at least three 
box or stock cars should be placed between them unless 
otherwise instructed. Dead engines should not be hauled 
without side-rods unless by permission of the superin- 



460 RULES FOR MOVEMENT OF TRAINS 

tendent and then their speed should not exceed that pre- 
scribed under such circumstances. 

Closed Doors. The door of freight cars ought to be 
kept closed when not in use. 

Flagging. The utmost care should be observed by 
brakemen in watching train to see it does not part. In 
case a train should part in two they are required to pro- 
tect their train with the utmost promptness. As required 
by the rules they should not wait for instructions from 
the conductor to protect train by flagging and to this 
end brakemen should be fully acquainted with the Stand- 
ard Code of Rules on this point and the rules of the com- 
pany by which they are employed. 

Trains Parting. Should trains part from any cause, 
the facts should be reported to the Superintendent on the 
prescribed form. Full information should also be given 
by the conductor in person to the car inspector or his 
representative at the first terminal. 

Use of Cars. Economy in the use of cars should be 
practiced as much as possible. Cars ought never to be 
forwarded with less than 2,000 pounds, small lots being 
loaded into passing trains. At junction points if cars con- 
tain less than 2,000 pounds they should be unloaded and 
consolidated with other lots and forwarded without un- 
reasonable delay. 

Transportation of a 'Corpse. A corpse should not be 
received for transportation unless accompanied by a phy- 
sician's certificate or certificate of inquest from the cor- 
oner or by a permit for transportation from the clerk of 
the Board of Health of the county or city through which 
trains happen to be passing. There should likewise be a 
certificate from the undertaker, showing that the person 
did not die of a contagious disease. In no case should 



STATION AND TRAIN WORK 461 

it be received for transportation if perceptibly offensive, 
no matter whether accompanied by a physician's certifi- 
cate or not. 

Unchecked Baggage, Etc, Unchecked articles or bag- 
gage should not be received for transportation unless au- 
thorized by the general baggage agent, general superin- 
tendent or superintendent. The Company's business al- 
ways excepted. 

Money Packages, Letters or packages containing 
money whether registered or not should not be forwarded 
in the baggage cars, train baggage men should refuse to 
receive from any employee packages of this description 
marked "Railway Business." If a baggage-man should 
discover after leaving a station that a money-letter or 
package has been given him with other mail for transpor- 
tation, he should retain it in his possession until his re- 
turn trip and then deliver it at the station from which he 
received it, sending a full report of the transaction to the 
general baggage agent of the Company by whom he is 
employed. 

Mail Matter, Under no circumstances ought mail to 
be received for transportation (as Railway business) un- 
less it is known to actually pertain to the service of the 
Railway Company. All other mail matter must be sent by 
United States mail. 

Freight to and From Prepaid Stations. Agents re- 
ceiving freight for shipment to stations at which there 
is no agent should require pre-payment of the charges 
and should note on the receipt given that it is received 
upon conditions that the Company is not to be held re- 
sponsible for it after it has been unloaded at destination. 
Freight so received should be way-billed by the Forward- 
ing Agent to the first station at which there is an agent 



462 RULES FOR MOVEMENT OF TRAINS 

beyond its destination, but at rates current to the station 
to which consigned. Instructions to the conductor should 
be noted in ink on the face of the way-bill to unload the 
shipment at its proper destination. Conductors when 
unloading consignments of this sort, should, when practi- 
cable, take receipt for it on the way-bill from the con- 
signee, leaving the way-bill at the first station at which 
there is an agent beyond the point of delivery. Should 
the consignee not be on hand to receive the shipment, and 
in case it is of much value or likely to suffer from ex- 
posure to the weather, conductors -should take it and de- 
liver it, together with the way-bill, at the first station at 
which there is an agent beyond the designated point. 

Handling Special Shipments. Shipments consigned 
"to order" or "to notify" or "to be delivered only on 
surrender of bill of lading" should be taken by the con- 
ductor to the first station at which there is an agent. 
When shipments are offered to conductors for transpor- 
tation at stations where there is no agent they should 
refuse to accept it unless accompanied by full shipping 
directions in writing, giving name of consignor and con- 
signee, destination, and number and mark on packages. 
Conductors should hand such shipping directions to the 
agent at the first regular station beyond the point where 
he received the shipment and that agent should imme- 
diately make a way-bill covering the shipment from his 
station but at rates current from the station at which the 
shipment was received, noting on the face of the way-bill 
the name of station, from which the shipment was loaded. 

Cars Unsafely Loaded. Conductors should refuse to 
accept cars which in their judgment appear to be unsafely 
loaded and should report the facts to the train dispatcher. 

Refrigerator Cars. When refrigerator cars are not 



STATION AND TRAIN WORK 463 

in a train for its regular run in accordance with the 
schedule the train dispatcher should be immediately noti- 
fied by telegraph. Conductors ought to examine the bunk- 
ers in refrigerator cars to ascertain whether sufficient 
ice has been provided to carry car to its destination. 
Should the car have any need of re-icing, the conductor 
should notify the train dispatcher and agent at the first 
terminal. 

Loading Merchandise. Merchandise such as flour, 
sugar, butter or commodities of a similar nature or class 
should not be loaded in cars formerly used for oil, lime, 
coal and other freight of the same class. Agents should 
be careful to see that floors of cars are clean for such 
merchandise. When cars are not loaded with bulk grain, 
agents should see that grain doors are properly raised. 

Load in Station Order. Goods should not be mixed 
in loading. Whenever practicable each lot should be kept 
separate. If goods are loaded into a car from more than 
one station, the freight to be unloaded first, ought to be 
loaded into the car last. Goods for each station should 
be kept together and each lot of goods by itself. Con- 
ductors should report to the superintendent any neglect 
of agents in this matter. Agents and conductors should 
see that all goods in their charge are carefully handled 
and loaded in such a manner that no damage will result 
in transit by leakage of liquids, chafing of bales, etc. After 
freight has been unloaded from a car which contains 
other freight for other stations, conductors ought to see 
that the merchandise left in the car is properly secured 
by leveling down the piles of goods and blocking them 
with other freight so damage may be prevented. Casks, 
barrels, and other packages containing oil, turpentine, 
fish, tar, molasses and other goods of similar character 



464 RULES FOR MOVEMENT OF TRAINS 

should be safely blocked, and not loaded in cars contain- 
ing merchandise liable to damage by leakage or by being 
scented by odors. 

Checking Freight. Way freight loaded into passing 
trains should be checked into the car by the conductor 
and any discrepancy or damage should be noted upon the 
way-bill. 

Loads Extending Over and Off Cars. It is exceed- 
ingly important that all cars loaded with lumber, timber, 
iron pipfc, posts, etc., or other freight liable to project 
beyond the ends of a car should be carefully examined 
before being moved. Agents should exercise the utmost 
care in - examining all such goods before forwarding, they 
should see that no part of the load extends beyond the 
end of the car, should see that it does not interfere in any 
way with free access to and working of the brakes, except 
in cases of very long timber requiring two cars, in which 
case the brakehead and stem may be removed if necessary, 
but it should be carefully attached to the car and for- 
warded with a notification to that effect on outside of 
way-bill. Whenever possible, flat cars to be loaded double 
should be switched with brakes on the outer end. Con- 
ductors should examine all cars before placing them 
in their trains and should refuse to accept any not prop- 
erly and safely loaded, reporting the same by wire with 
number of car to the superintendent or any other proper 
official. 

How to Load. (a). "Telegraph poles and piles 
should be loaded with tips and butts alternating." 

On One Car. (b). "When telegraph poles are loaded 
on one car, six good hardwood stakes may be placed on 
each side of same and four strands 

of new telegraph wire Standard size (8) to each pair 



STATION AND TRAIN WORK 465 

of stakes should be tied across the car when one-third 
loaded and four strands tied over top of the load when the 
loading is completed, the stakes being notched to prevent 
the wire from slipping;" 

On Two Cars. (c). "Telegraph poles, etc., which 
require the use of two cars for loading, should be kept 
clear of car floors throughout by placing one good sound 
bearing piece of saddle (io"xio") of sufficient length 
to reach across the car, on each car, 
and six bearing pieces or saddles may be brought to any 
point between and sufficiently near each other to prevent 
the shortest timber from working out from between the 
stakes. In addition to this there should be fixed to each 
side of the car over all, two good hardwood stakes, tied 
across with new telegraph wire of Standard size (8)." 

Loading Long and Short Poles, Etc. (d). "When 
necessary to load a few long poles or timber, on top of 
two cars containing short ones, in order to keep the long 
timber clear from the short ones, beneath, 

a bearing piece must be securely fastened on the 
top of each car, on the short timbers in order to allow the 
car to curve freely, and two stakes on each side of both 
cars near the end where the cars are coupled together 
must be run to the top of the long timbers and securely 
fastened with wire as already explained. " 

On Three Cars. (e). "When the timber or poles are 
too long to be safely carried on two cars and three cars 
must be used, bearing pieces are placed on each of the 
end cars, so as to keep the load entirely free from the 
center car 

Two Shipments, (f). "When two shipments simi- 
lar to that referred to in the preceding clause are to be 
handled, each having timbers to be safely carried on two 



466 RULES FOR MOVEMENT OF TRAINS 

cars but not requiring more than one-half the length of 
another car, they ought to be placed so that the project- 
ing ends rest on the additional car, placed in the center 
with bearing pieces of sufficient thickness to keep the 
load clear from the car floor throughout, at a point be- 
tween the trucks of each car and near to those next to 
the end of load, the load to be placed, tied and staked 
as described above. • 

Stakes. . (g). "Stakes ought to be placed in a per- 
pendicular position &nd in no case should it exceed the 
width of the car Poles and timber must 

not extend beyond tne end of tne car." 

Overloading, (h). "In order to prevent overloading 
(when load necessitates the use of more than one car) 
the weight to be carried should not exceed the capacity 
of one car provided the load rests on only one pair of 
trucks of each car. If the load is distributed between both 
pairs of trucks of each car, the combined capacity of 
both cars, may be allowed as a maximum weight." 

Inspection, (i). At stations where telegraph poles, 
ties, etc., are to be loaded, agents should note personally 
that the cars are loaded in accordance with the foregoing 
instructions. In case there is no agent, conductor should 
see that the cars are loaded in accordance with the fore- 
going, before accepting then] for their trains. Inspectors 
at division points should carefully examine all such freight 
and if cars are improperly loaded the fact should be im- 
mediately reported to the agent. 

Bonded Merchandise. Agents and conductors should 
refuse to accept cars loaded with bonded merchandise 
unless the following rules regulating the transportation 
of the same have been fully complied with: 



STATION AND TRAIN WORK 467 

(i). Cars containing bonded goods should always be 
secured with custom seals and tags which should be re- 
moved by none but the customs officer. 

Any unauthorized person removing or tampering with 
these seals and tags renders himself liable to imprison- 
ment for not less than six months. 

U. S. CUSTOMS. U. S. CUSTOMS 



Unapprised Merchandise. BONDED MERCHANDISE 

IN BOND ===== 



From_ 



From _ 



Forwarded 190__ 

To - 



(Departure.) Date 190_ 

To 



Arrived .190- (Arrival) Date 190_ 



NOTICE Seals attached to this car NOTICE Seals attached to this car 
are to be removed by Cus- are to be removed by Cus- 
toms Officers only. Unauthorized toms Officers only. Unauthorized 
persons who wilfully break, cut or persons who wilfully break, cut or 
remove Customs Seals are liable to a remove Customs Seals are liable to a 
fine of $1,000, or imprisonment not fine of $1,000, or imprisonment not 
exceeding Five years, or both. exceeding Five years, or both. 

Cards on Side of Car. (2). Every car which con- 
tains appraised bonded goods must have on its side a red 
card 3^"x4^" in size, and every car containing unap- 
prised bonded goods must have on its side a yellow card 
6" x 6" in size with the words in black letters as shown in 
figures. These cards to be furnished and pasted on the 
car by the agent at the time of shipment. 

Conductors to Examine Seals, Etc. (3). When re- 
ceiving cars and manifests, conductors should carefully 
examine custom seals to determine whether or not such 
seals are intact. If they find them broken or that they 
show signs of having been tampered with en route, the 



468 RULES FOR MOVEMENT OF TRAINS 

matter should be immediately reported to the superintend- 
ent. 

Trans-Shipment. (4). In case of accident necessi- 
tating the trans-shipment of the contents of the car or in 
case of trans-shipment for any cause it must be made 
under the supervision of a customs officer. 

Packages Corded and Sealed. (5). Bales and pack- 
ages "corded and sealed" need not be transported in cars 
sealed with customs seals and may be transferred with- 
out the supervision of the customs officer. Such ship- 
ments must in all cases be accompanied by a manifest. 

Freight Goods with Bonded. (6). Freight goods may 
be conveyed in the same car with bonded goods but in that 
case the car must be sealed, etc., as indicated in the fore- 
going sections 1 and 2. Care should be taken not to ac- 
company bonded goods with freight goods destined for 
intermediate stations where there is no customs officer to 
open and re-seal the car. 

Sealing Cars. Agents should securely fasten the end 
doors and seal the side doors of all cars loaded by them 
immediately upon completion of the loading, except in 
those which contain rough stone, common bricks, sand, 
railroad ties, poles, posts, firewood, iron ore, iron or steel 
rails for railroad tracks and coal. When a shipper has 
especially requested it and is willing to have a notation 
made on the contract, bill of lading or shipping receipt 
and also on the way-bill that it is done at his risk car 
doors may be left open. 

Breaking Seals. Agents should keep a complete seal 
record in their seal book (when one has been provided) 
showing all cars left at and taken from their stations, or 
which were sealed or unsealed by them, including seals 
removed from or placed on passing way freight cars at 



STATION AND TRAIN WORK 469 

their station. They should invariably note on the face 
of each way-bill receipted by them over their own signa- 
ture, the number of all seals broken by them on cars 
mentioned in the way-bill. In the case of cars containing 
freight for stations at which there are no Agents, con- 
ductors may break the seal, recording the numt^r of same 
and reason for breaking them on the face of the way- 
bill and should have the car resealed upon its arrival at 
the first regular station. 

Seals Placed so Doors Cannot be Opened. Seals 
should be so placed on car doors by agents, to prevent 
doors being opened without seals being broken. They 
should be so placed that the numbers can be readily 
taken. Agents and conductors should report to the su- 
perintendent or other proper official the initials and num- 
bers of cars which they discover to have been improperly 
sealed. 

Sealing Material. Seals and seal presses ought to be 
under lock and key when not in use. None but the station 
agent or his authorized employee should be allowed to 
seal and unseal cars. 

Foreign Seals. Agents at junction stations who re- 
ceive loaded cars from connecting lines (which the rules 
of the Company by which they are employed do not re- 
quire to be sealed) need not attach seals providing those 
of connecting lines are found on car and in good order in 
every respect. Otherwise it is good practice to attach 
the Company's seal and notify the proper agent of the 
connecting line in writing. Where foreign seals are in- 
tact they are usually treated the same as if they were the 
Company's seals with the exception that any initials or 
other peculiarities should be observed and recorded in 
addition to the numbers shown. 



470 RULES FOR MOVEMENT OF TRAINS 

Examining Seals. Conductors should carefully ex- 
amine seals before leaving their trains at end of run, when 
cars are set out en route and at all points where their 
train remains a sufficient time to permit an examination 
and they should ascertain whether the seals have been 
broken and in case any are found to have been broken 
the facts should be noted in the train book and if it can- 
not be accounted for by the conductor, an immediate re- 
port should be made to the train dispatcher, superintend- 
ent or other official. 

Responsibility of Conductors. Conductors are deemed 
responsible for all freight in their charge. They are ex- 
pected to see to the loading and unloading of way freight 
and to note that all freight billed that is loaded or un- 
loaded by them as the case may be and also required to 
see that all way-bills are properly checked and that no 
discrepancy or damage which they may discover to any 
property whether loaded or unloaded by them or other- 
wise, is noted on the way-bill. They are required to cause 
the marks and contents of the packages to be called out as 
they are taken from the car. When they find freight in 
a car for which they have no freight-bill they should un- 
load it at the station marked on package, if they discover 
it in time, otherwise they should unload it at the next 
regular station, and call the attention of the agent at that 
station to the package. Agents are expected to tally 
freight as it is unloaded from cars and advise the con- 
ductor at the time of unloading of any "short," "over" 
or "damaged freight." 

Delivering Freight at Stations. When unloading way 
freight at stations, conductors are usually expected to 
place it in the ware-house or such other place as the agent 
may designate. 



STATION AND TRAIN WORK 471 

Care in Handling Freight. Conductors ought to see 
that trainmen are careful in handling freight. 

Work Trains Carrying Laborers. Cars in which work- 
men are riding ought never to be pushed in front of an 
engine. They s'hould be handled at the rear end of a train 
following the engine regardless of the direction in which 
the engine may be moving. 

Perishable Property. Cars containing perishable prop- 
erty should have precedent over other freight and ought 
never to be left at any station short of its destination un- 
less for repairs. If repairs cannot be made within twelve 
hours, attention ought to be called to the fact and in- 
structions obtained. 

Property Wrecked. In case property is wrecked in 
transit, but is afterward forwarded to its destination, the 
original way-bill should accompany it, bearing notation 
therein, showing where damage occurred. When prop- 
erty is not forwarded to its original destination, the way- 
bill should be turned over to the superintendent or other 
proper official in charge of clearing up the wreck. 

Disabled Cars. When a car disabled is left at a sta- 
tion at which there is no agent, or is left at such station 
for any other cause the conductor should deliver the bill 
to the agent at the next regular station, and endorse on 
way-bill when, where, and why the car was left, and re- 
port the same to the train dispatcher or other proper 
official. The same action should be taken by the conduc- 
tor in case he leaves a disabled car at a regular station 
except that way-bills may be delivered to the agent at the 
station where the car is left. When it becomes necessary 
to transfer freight from one car to another, while en route, 
the fact should be noted on the way-bill and the numberr 
and initials of the cars into which the property was trans 



472 RULES FOR MOVEMENT OF TRAINS 

ferred, together with the date and station where the 
transfer was made, should be shown thereon. The goods 
should be carefully checked from the way-bill and the 
condition of same at time of such transfer noted thereon 
at the same time, and a record of the transaction made in 
the conductor's train book. 

Leaving Cars on Sidings. Cars should not be left on 
sidings unless by authority of a train dispatcher. 

Station Grounds and Sidings. Station and track em- 
ployees should see that material stored along the track 
and at stations is neatly piled and that the "right-of- 
way" and station grounds are kept in* an orderly condi- 
tion, the material should not be piled within six feet of 
the nearest rail of any main track, siding or yard track 

Duties of Agents, Operators and Watchmen. Sta- 
tion agents, telegraph operators and watchmen, should 
immediately report to the superintendent or other offi- 
cial any severe rainstorm, high wind, or sudden rise of 
streams in their vicinity and in case of emergency should 
see that the section foreman and his men are on hand to 
protect the track from damage. They should see that cars 
have not been moved by the wind so as to endanger the 
passage of trains, and in such circumstances should re- 
main on duty unless excused. If for any cause the super- 
intendent's office cannot be reached by wire, the road- 
master should be notified, if possible, and all trains in 
the vicinity of the storm should be provided with notices. 

Caution During Storms, Etc. When overtaken be- 
tween stations by severe storms or indications of high 
water which threaten danger, conductors and enginemen 
should proceed with the utmost caution, keeping the train 
under complete control, and proceeding at a speed which 
will permit it to be stopped any time to prevent accident. 



STATION AND TRAIN WORK 473 

They ought always to examine bridges and culverts or 
other places liable to be damaged by high water, and if 
they find any indications of danger should, on arrival at 
the first telegraph station notify the agent or operator and 
report the fact by wire to the superintendent, asking if 
necessary for instructions and ought not to proceed until 
instructions have been received. 

Caution. Trains running upon or near the "time of 
a train" in the same direction, scheduled to carry pas- 
sengers should exercise extreme caution in approaching 
or passing through stations where such trains are sched- 
uled to stop, expecting to find persons crossing the tracks. 



TRAIN-MEN HANDLING BRAKES. 

When making up trains always begin at the rear end 
of train ; closing angle cocks and hanging the hose prop- 
erly in the dummies at rear end of last car ; coupling 
hose and opening all angle cocks wide open and seeing 
that brakes are cut in until arriving at the engine ; after 
coupling hose between tender and train, always open the 
angle cocks on the tender first. In coupling to cars after 
cutting crossings, always open the angle cock nearest the 
engine first. 

Always give the engineer time to charge the train 
pipe and auxiliaries before signalling to test brakes ; al- 
ways give the signal to apply them from the front end 
of first car and signal to release from rear end of last 
car, examining on your return to the front end to see 
that all brakes are off. 

If any defect is discovered it must be remedied and 
the brakes tested again — the operation being repeated 
until it is ascertained that everything is right. The con- 
ductor and engineer must then be notified that the brakes 
are all right. This examination must be made every 
time any change As made in the make-up of the train. 
Read Rule for Testing Brakes. At points where there are 
no inspectors, trainmen must carry out these instructions. 
No passenger train must be started out from an inspection 
point with the brakes upon any car out or in a defective 
condition without special orders from the proper officers. 
In freight trains, when hand brakes are used in conjunc- 
tion with the air brake, they must be applied upon those 
cars next behind the air braked cars. 

474 



STATION AND TRAIN WORK 475 

DETACHING ENGINE OR CARS. 

First close the cocks in the train pipes at the point of 
separation, and then part the couplings, always by hand. 
If the brakes have been applied do not close the cocks 
until the engineer has released the brakes upon the whole 
train. 

COUPLINGS FROZEN. 

If the couplings are found to be frozen together or 
covered with an accumulation of ice, the ice must first 
be removed and then the couplings thawed out by a torch 
to prevent injury to the gaskets. 

TRAIN BREAKING INTO TWO OR MORE PARTS. 

First close the cock in the train pipe at the rear of the 
first section and signal the engineer to release the brakes. 
Flaving coupled to the second section, observe the rule for 
making up trains — first being sure that the cock in the 
train pipe at the rear of the second section has been 
closed, if the train has broken into more than two sec- 
tions. When the engineer has released the brakes on the 
second section the same method must be employed with 
reference to the third section, and so on. When the 
train has been once more entirely united the brakes must 
be inspected on each car to see that each is released be- 
fore proceeding. 

CUTTING OUT THE BRAKE ON A CAR. 

If, through any defect of the brake apparatus while on 
the road, it becomes necessary to cut out the brake upon 
any car, it may be done by closing the cock in the cross- 
over pipe near the center of the car where the quick 



476 RULES FOR MOVEMENT OF TRAINS 

acting brake is used, or by turning the handle of the cock 
in the triple valve to a position midway between a horizon- 
tal and vertical where the plain automatic brake is used. 
When the brake has been thus cut out, the cock in the 
auxiliary reservoir must be opened and left open upon 
passenger cars, or held open until all the air has escaped 
from the reservoir upon freight cars. The brake must 
never be cut out upon any car unless the apparatus is 
defective, and when it is necessary to cut out a brake the 
conductor must notify the engineer and also send in a 
report stating the reasons for so doing. 

CONDUCTOR'S VALVE. 

Should it become necessary to apply the brakes from 
the train, it may be done by opening the conductor's valve, 
placed in each passenger equipment car. The valve must 
be held open until the train comes to a full stop, an)d then 
must be closed again. 

This method of stopping the train must not be used ex- 
cept in case of absolute emergency. 

BURST HOSE. 

In the event of the bursting of a brake hose, it must be 
replaced and the brakes tested before proceeding, pro- 
vided the train be in a safe place. If it is not, the train 
pipe cock immediately in front of the burst hose must be 
closed, and the engineer signaled to release. All the 
brakes to the rear of the burst hose must then be released 
by hand, and the train must then proceed to a safe place 
where the burst hose must be replaced and the brakes 
again connected and tested as in making up a train. 



STATION AND TRAIN WORK 477 

BRAKES NOT IN USE. 

When the air brakes are not in use, either upon the 
road or in switching, the hose must be kept coupled be- 
tween the cars or properly hung up in the dummies. 

RETAINING VALVE. 

The retaining valve is used for keeping brakes partially 
set on trains on heavy down grades equal to good hand 
brakes, controlling the speed of the train while auxiliaries 
are being recharged, and for no other purpose. 

At top of grades designated by special rules, the train- 
men will turn the handles horizontal on as many valves 
as will be required to control the train, and at the foot 
of the grade will turn the handle downward again. This 
valve must be tested before leaving terminals at same 
time brakes are tested. 

TRAIN AIR SIGNAL. 

In making up trains, all couplings and car discharge 
valves on the cars must be examined to see if they are 
tight. Should the car discharge valve upon any car be 
found to be defective while on the road, it may be cut 
out of use upon that car by closing the cock in the 
branch pipe leading to the valve. The conductor must 
always be immediately notified when the signal has been 
cut out upon any car, and he must report the same for 
repairs. 

In using the signal, pull directly down upon the cord 
during one full second, for each intended blast of the 
signal whistle, and allow two seconds to elapse between 
the pulls. 



478 RULES FOR MOVEMENT OF TRAINS 

REPORTING DEFECTS TO INSPECTORS. 

Any defects in either the air brake or air signal appar- 
atus discovered upon the road must be reported to the in- 
spector at the end of the run ; or, if the defect be a serious 
one in passenger service, it must be reported to the near- 
est inspector, and it must be remedied before the car is 
again placed in service. 

STARTING TRAINS. 

When ready to start, the starting signal must be given 
to the engineer by the air signal whistle. Trains equipped 
with the air signal must not be started by hand or lantern 
signal when air signal is in working order. 

The division time card or special rules of different com- 
panies specify the smallest proportion of freight cars, with 
the air brakes in good condition, which may be used in 
operating the train as an air brake train. 



THE AIR BRAKE ASSOCIATION'S QUESTIONS 
AND ANSWERS FOR TRAINMEN. 

Question. How should the conductor's valve be oper- 
ated when necessary ? 

Answer. It should be pulled wide open and held open 
until the train stops, and then before leaving it, the valve 
should be closed. 

Question. Why is it necessary to hold the conductor's 
valve open until the train is stopped? 

Answer. Because if it is closed and the engineer lias 
not placed the brake valve on lap position, the brakes will 
release. 



STATION AND TRAIN WORK 479 

Question. What does this valve do when it is opened ? 

Answer. It simply makes an opening from the train 
pipe to the atmosphere, very much the same as would be 
done if an angle cock is opened, or a hose coupling parted. 

Question. Can brakes be released by the conductor's 
valve ? 

Answer. No; it must be remembered that to release 
brakes it is necessary to either put air into the train pipe 
or take it out of the auxiliary reservoirs. The conductor's 
valve will not do either of these. 



BURSTED HOSE AND BROKEN TRAIN PIPES. 

Question. Should the brakes apply suddenly, without 
the aid of the engineer or train crew, what should be 
looked for? 

Answer. Either a bursted hose or the train parted. 

Question. In the event of a bursted hose on a passen- 
ger train, and there was no extra hose in the supply box, 
what could be done ? 

Answer. Remove the hose from the rear end of the 
last car and use it. 

Question. Should the cross-over pipe be broken, is it 
necessary to shift this car to the rear of the train ? 

Answer. No; if the break is between the stop cock 
and the triple valve, the stop cock should be closed and 
the release valve opened. If the pipe is broken between 
the stop cock and the main train pipe, it may be plugged. 

Question. In passenger service, if the train pipe 
should burst or be broken, should the car be shifted to the 
rear of the train? # 

Answer. Not necessarily; a section of freight hose 
can be telescoped over the broken pipe and wrapped with 



480 RULES FOR MOVEMENT OF TRAINS 

a cord. Again, air may be made to pass to the rear 
through the signal pipe on the disabled car by the use of 
combination signal and train pipe couplings, which will 
allow of the signal pipe of the disabled car being attached 
to the train pipe of its adjoining cars. It is the general 
practice, however, to switch such cars to the rear on ac- 
count of the lack of the material to make the changes 
mentioned. 

Question. When such a car is put on the rear end of a 
passenger train, what precautions should be taken? 

Answer. The hose should be coupled between it and 
the car ahead of it, and the angle cock opened on the car 
ahead, but the angle cock on the disabled car closed. This 
keeps air pressure in the hose couplings, and if the train 
should part there, the brakes would apply on the head 
section. It is also good practice to have a man remain 
on the disabled car all the time if practicable. 

BREAK-IN-TWOS. 

Question. In case of a train parting between air- 
braked cars on the head end, the train being partially 
equipped, say 5 air-braked and 25 non-air-braked cars, 
what should the engineer do ? 

Answer. Close the engine throttle immediately and 
place the brake valve handle on lap position. 

Question. Why not try to pull away from the rear 
end of the train? 

Answer. He could not get away a safe distance, and 
a short distance would only increase the violence of run- 
ning together. By shutting off steam immediately the 
distance of separation would be short and the shock of 
running together would be proportionately slight, both 
sections of the train being in motion at the time. 



STATION AND TRAIN WORK 481 

Question. Upon coupling up after parting a train of 
air-braked cars, should the rear brakes refuse to release 
in any number, would it be advisable to "bleed" them off? 

Answer. No ; by so doing we have no assurance that 
the engine is cut into the rear end of the train. They 
should in all cases be released by the engineer. 

Question. What should he do to release them? 

Answer. Place the brake valve handle on lap position 
and secure excess pressure. By throwing this into the 
train pipe quickly it should release them if they are all 
cut in. 

Question. Why is it not advisable to pump brakes off ? 

Answer. Because the train pipe pressure would be 
raised so slowly it might cause brakes to stick on the rear 
end of the train. 

Question. Is it necessary to make a test of the brakes 
after the train has been parted? 

Answer. Yes ; in all cases, to ascertain if the train pipe 
is open throughout the train. 

USE OF HAND BRAKES. 

Question. In assisting the engineer with hand brakes, 
where the train is only partially equipped with air brakes, 
where should the hand brakes be set? 

Answer. Immediately behind the air-braked cars. 

Question. Why not near the rear of the train ? 

Answer. Because of the liability of breaking in two 
if the engineer releases when going slowly. 

Question. Do the hand brakes work in unison with the 
air brake on passenger equipment cars ? 

Answer. Not on all cars, although it is now becoming 
the general practice to have them do so. 

Question. In setting off cars what should be done? 



482 RULES FOR MOVEMENT OF TRAINS 

Answer. The stop cocks, or angle cocks, should be 
closed first and the hose parted by hand and hung up 
properly, the car set on the side track, the air brake re- 
leased if applied, and the hand brake set before leaving it. 

Question. Why not set the hand brake before releas- 
ing the air brake? 

Answer. On some cars it would be set too tight and be 
liable to break the chain when the pressure on the piston 
of the brake cylinder was released; on others it would not 
be set at all. 

Question. Where cars are to be left alone for any 
length of time on a grade and have the air brakes ap- 
plied, what should be done ? 

Answer. The air brakes should be released and hand 
brakes set. 

BLEEDING OFF BRAKES. 

Question. In cutting out a brake, why is it necessary 
to always bleed the auxiliary reservoir? 

Answer. This is to insure that the brake will not 
creep on and give trouble, which it might do if leakage 
exists around the triple valve or branch pipe. 

Question. What is the proper way to release a brake 
with the release valve ? 

Answer. The release valve should be held open only 
until the air commences to escape from the triple valve. 
It should then be closed, as, if it is held open longer, it 
has a tendency to set the other brakes. 

Question. In picking up cars, if they are found cut 
out, is it an assurance that the brakes are in bad order on 
those cars ? 

Answer. No ; they should be cut in and tested, un- 
less it is plainly seen that they are in bad order. 



STATION AND TRAIN WORK 483 

Question. When is it permissible to cut out cars ? 

Answer. Only when they are in such condition as to 
render it impossible to operate them. 

Question. Are small leaks sufficient cause for cutting 
out cars? 

Answer. No ; only when they are of such size that the 
air pump cannot supply them. 

Question. Which is preferable, a few cars cut in and 
working at full pressure, or all cars cut in and operated 
at a comparatively low pressure? 

Answer. All cars at a lower pressure. The train will 
brake smoother, and in a case of a break-in-two there 
would be less likelihood of damage. 

Question. If the train line leaks, would it be best to 
cut out cars ? 

Answer. No ; fix the leak and keep all cars cut in. 

Question. If there are numerous small leaks through- 
out the train, and combined they make sufficient leakage 
to prevent the pump from making the required amount 
of air pressure, which cars should be cut out first ? 

Answer. The worst leaks ; if that is not sufficient or 
all leaks about the same size, then the poorest brakes, not 
more than three or four consecutive cars being cut out, 
however. If possible, the cut out cars should be distrib- 
uted throughout the train. 



484 RULES FOR MOVEMENT OF TRAINS 

RULES FOR GIVING FIRST AID TO THE IN- 
JURED. 

When an accident happens there is usually not much 
• time to decide what is best to be done. Help, to be ef- 
fectual, must be prompt, and often delay implies farther 
injury or loss of life. 

It is well to fix in the mind a few general principles of 
treatment in the more common accidents. When the 
emergency arises these are recalled instinctively and form 
the basis of action. The means by which they are to be 
carried into effect follow naturally and the necessity is 
met. 

Shock. 

A person who has sustained a railroad or machinery 
accident, a bad burn, or even a sudden fright, is liable 
to suffer from shock. He lies breathing feebly, the face 
pale, pinched and anxious, the pulse feeble and often ab- 
sent at the wrist, the skin is cold and there may be shiv- 
ering. In most cases reaction will take place in a few 
hours ; in others no reaction takes place, and the person 
dies. 

A great deal may be done to relieve a person suffering 
from shock. If there is severe bleeding it must be 
stopped, but no attempt to do more than this to the injury 
should be made until after attending to the shock. 

Place the patient in a horizontal position, the head 
slightly raised; give a teaspoonful of whiskey or other 
alcoholic liquor in a tablespoonful of hot water every ten 
* minutes until five or six doses have been taken. Wring 
out flannels in hot water and lay them on the chest and 
abdomen, then cover the patient with a blanket to keep 



STATION AND TRAIN WORK 485 

in the heat. To warm and stimulate the patient in every- 
way is the object of the treatment. 

If the injury is to the head follow out the above treat- 
ment as regards warmth but do not give any alcoholic 
stimulant. 

Crushed Limbs. 

If a foot, or hand, or any other part is crushed, any 
displaced tissue is to be put back and the injured member 
made to assume as nearly as possible its original shape, 
by carefully molding it with the hands, without using 
much force or causing much pain. 

Then, unless bleeding is profuse, when cold cloths must 
be used, wrap the part in cloths dipped in warm water, 
and cover the whole up warmly with cotton wool or a 
blanket. If a long bone is fractured in a crushed wound, 
a splint may be applied before moving the patient. 

In all such wounds be careful to watch for symptoms 
of shock, as they require as careful attention as the wound 
itself. 

Broken Limbs. 

A broken bone need not be set immediately. This 
knowledge saves much unnecessary anxiety when the doc- 
tor cannot be procured at once. 

The parts must be put in as comfortable a position as 
possible and most nearly corresponding to the natural 
one. It is necessary to give support above and below the 
break. 

Handle the injured part very carefully not to force the 
rough ends of bone through the skin. 

Improvise splints of some kind — two strips of wood, a 



486 RULES FOR MOVEMENT OF TRAINS 

couple of stout book covers, or pieces of pasteboard. 
Place one on each side when it is a limb that is injured, 
and bind them in place with handkerchiefs. A long pil- 
low firmly tied will answer the purpose, or in case of in- 
jury to a leg it may be fastened to its fellow if nothing 
better can be done, remembering to tie it above and below 
the injury. 

Broken bones are easily recognized by the grating of 
the ends on each other, by the unusual bending of the 
limb, and by the pain caused by motion at this point. A 
fracture is called compound when the end of the bone 
protrudes through the skin. Whenever such protrusion 
is seen the part should be cleansed and at once covered 
with adhesive plaster or a piece of linen saturated with 
white of an tgg. All fractures should be attended to by a 
surgeon; consequently the dressings suggested here are 
only temporary, and intended to protect the parts from 
further injury. 

In fracture of the arm above the elbow, bandage the 
upper arm to the side of the chest, and place the hand in 
a sling. 

In fracture of the arm below the elbow, bend the arm 
at the elbow at a right angle, place the thumb uppermost, - 
and bandage the limb between two padded splints, reach- 
ing from elbow to ends of the fingers, one being placed on 
the back of the arm and the other on the front, and place 
the hand in a sling. 

In fracture of the leg below the knee, extend the leg 
beside the sound one, giving it the same position, place 
a pillow beneath from the knee down, fold the sides of the 
pillow over the leg, and secure it in that position by 
bandages. 

In fracture of the thigh bone, place the patient on the 



STATION AND TRAIN WORK 487 

back in bed, relax the muscles of the leg by drawing the 
feet up toward the body sufficiently, bind splints to the 
outer and inner side of the broken thigh, then bind both 
legs together, and turn patient on the side with the in- 
jured limb uppermost. 

In fracture of the knee-cap bind the whole limb to a 
splint on the back of it, being careful to place a suffi- 
ciently large pad beneath the bend of the knee. 

In fracture of the collar bone, place the patient on his 
back on a hard bed without any pillow. 

In fracture of the lower jaw, close the mouth and 
bandage so as to keep the two rows of teeth together. 

In fracture of the skull, lay the patient down and apply 
cold, wet cloths to the head. 

When the shoulder bone is broken place the arm on the 
injured side across the chest, the hand touching the 
opposite shoulder, and fasten it in place by passing a broad 
bandage around the body. 

In fracture of the ribs pin a towel around the body 
until the doctor comes. 

In other fractures, place the patient in the most com- 
fortable position possible, keep him quiet and apply cold 
water to prevent swelling. 

In a dislocation the bone is forced out of its socket at 
the joint. There is more or less deformity, and it is 
difficult to move the limb. The last point helps to distin- 
guish it from a fracture. Time is of importance, as the 
swelling which supervenes increases the difficulty of re- 
ducing it or returning the bone to its proper place. Hot 
applications may be made if the surgeon cannot be had 
immediately. 

A sprain occurs when a joint is twisted but not dislo- 
cated. The ligaments which hold the bones together are 



488 RULES FOR MOVEMENT OF TRAINS 

stretched and sometimes torn. Immersing the part in very 
hot water for a time, and then keeping it surrounded with 
hot water bags, usually gives relief. The joint should be 
firmly, but not too tightly, bandaged from the fingers to 
toes upward. After a time gentle rubbing is useful. 

Transportation of the Injured. 

Make a soft and even bed for the injured part, and if 
possible obtain a stretcher, a door, shutter, settee or some 
firm support; lift steadily and don't keep step. 

Bruises. 

Lay over the bruise a cloth saturated with hot water, 
or with half water and half alcohol, or Pond's Extract, 
or any household remedy that contains alcohol. 

Wounds or Cuts. 

If the wound opens a vein the blood flows evenly and 
steadily and is dark red or purple. If an artery is di- 
vided the blood flows in jets or in an interrupted stream 
and is bright red. Owing to the fact that as a rule the 
arteries and veins run side by side, it generally happens 
that when an artery is divided a vein is also opened. The 
blood from the two vessels becoming mixed makes it im- 
possible to determine whether both vessels have been 
opened or only an artery or a vein. For this reason it is 
better to learn the methods of controlling bleeding that 
will answer for every case. 

Stop the hemorrhage by means of pressure, position, 
heat or cold, and, if necessary, styptics. 



STATION AND TRAIN WORK 489 

When a large vein or an artery has been severed it is 
sometimes a difficult matter to stop the flow of blood. 
If the cut is on a limb tie a hard knot in a towel, place 
the knot inside the arm or leg as high as possible and 
twist the towel firmly round the limb. A stick can be 
thrust through it and used as a handle to twist by if nec- 
essary. This is called a tourniquet. This stops the circu- 
lation and cuts off the supply of blood. It should not be 
kept up more than one hour on the arm and rather longer 
on the leg. 

Ice, or very hot water applied with a sponge, or cloth, 
will check the bleeding when it comes from a number of 
small points. 

When possible the wounded part should be raised so 
the blood will flow away from it toward the heart. 

Binding a bunch of cobwebs or a handful of flour on 
the wound, or bathing it in strong vinegar is sometimes 
effectual. 

Bleeding stops from the blood coagulating or clotting. 
All our efforts should be directed toward helping it to ac- 
complish this by every available means. 

If the blood is bright and comes in jets, apply firm 
pressure upon the artery above the cut, nearer the heart. 
If bleeding is from the leg, the artery in the groin must 
be compressed very forcibly with three fingers, aided by 
the weight of the body. 

If the blood comes in a steady stream, apply pressure 
just below the cut. 

If ignorant of the location of vessels, press with the 
fingers or a wad of cloth directly into the wound. 

After the bleeding is controlled, improvise a tourni- 
quet as above directed, excepting for the artery in the 
groin. 



490 RULES FOR MOVEMENT OF TRAINS 

For a slight cut let the blood flow for half a minute; 
then dip in cold water, or apply ice. Draw the edges to- 
gether with sticking plaster, or unglazed paper. Paint 
collodion over the paper. Bandage if necessary, and keep 
the part quiet and not dependent for a few days. 

Burns and Scalds. 

The pain from slight burns is very great. An excellent 
application is a thick paste of common baking soda moist- 
ened with water, spread on a piece of linen or cotton, and 
bound on the part. This can be kept wet by squeezing 
water on it from a sponge or cloth until the smarting' is 
soothed. 

A thick coating of starch can be used instead of the 
soda, or wheat flour if nothing better can be had, but 
neither should be applied if the skin is broken. In this 
case it is better to use vaseline, olive or linseed oil. The 
doctor will apply some preparation containing carbolic 
acid. 

If the air can be effectually excluded from a burn the 
pain is relieved. 

Blisters should be pricked and the fluid absorbed with a 
soft cloth before applying a dressing. 

If the clothing adheres to the skin the loose part should 
be cut away and the patches of material soaked off with 
oil or warm water. 

When the injury is extensive the sufferer will be pros- 
trated and may die from the shock. Heat should be ap- 
plied to the extremities and over the heart, and hot drinks 
given until the doctor comes. 

In burns from a strong acid the part should be covered 
with dry baking soda or lime, as the alkali will neutralize 



STATION AND TRAIN WORK 491 

the acid. No water should be used, but a dressing of cos- 
moline or oil applied after the alkali has been brushed off. 
When the burn has been caused by an alkali an acid 
must be used. A person recovering from the effects of 
a burn requires very nourishing food. 



Electric Shock Accidents 

are liable to occur now that electric machinery is being 
introduced in many shops. In cases where a man has 
received a serious shock and life appears to be extinct, 
efforts similar to those employed in cases of drowning 
should be made to restore animation. 

Lay the patient on his back in the open air. Remove 
his neck-cloth and unfasten his shirt. Make a roll of 
clothes, or anything at hand, and place it under his shoul- 
ders so as to support the spine and allow the head to fall 
downwards and backwards. Open his mouth, and tak- 
ing hold of the front part of the tongue with your fingers 
— either bare or 'covered by a handkerchief — very slowly 
draw the tongue forward and as gently let it go back 
again 16 times to a minute. Be sure that the root of the 
tongue is acted upon and drawn forward. Continue this 
action until signs of re-animation are observable, which 
should be the case in from ten to twenty minutes. The 
motion thus imparted to the tongue should be regular and 
rythmical in both its tractions and relaxations. 

Another treatment is as follows : Kneel behind the 
patient and grasp the elbows and draw them over his 
head so as to bring them together above it, and hold them 
so for some two seconds. Then carry them down to the 
sides and front of the chest, firmly compressing it. Af- 
ter two seconds repeat the action and continue it at the 



492 RULES FOR MOVEMENT OF TRAINS 

rate of 16 times per minute. This action expands the 
chest walls, causes air to rush into the lungs and finally 
expels it. The action must be regular and persisted in 
until respiration has become normal. It is possible that 
this may not be assured in less than an hour. If an as- 
sistant is at hand both systems may be employed, one 
man working the arms, the other the tongue, and both 
operating in unison. 



APPENDICES 



CLEARANCE CARDS 

AND 

OTHER BLANKS 



498 



RECEIPT GIVEN TO PASSENGERS FOR CASH 
FARES PAID TO CONDUCTORS 



8 

go 

sa" 

2 ? 



oo 



Si 



Hfih 



NOTE 



120 



Passengers who pay fare on the train 
Instead of purchasing tickets will receive 
this receipt from Condnctors. which is good 
for TWENTY-FIVE CENTS, and will be re- 
deemed at any ticket office of the Company. 



Gen'lTkt. Agent. 



h « « ^lOOt^OOOO 



r« I rH Ci co ^ */3 o r- co c* o 



r^C<JCO^iOOl>0000 



RECORD TO BE DETACHED BY THE CONDUCTOR 
AND SENT TO THE TICKET AUDITOR. 



RECORD OF CASH FARE COLLECTED 
BY CONDUCTOR. 



Train No. 

Date 

From 

To - 



489 — 



Atfiount 



to 

O 



-Conductor, 



RECORD TO BE RETAINED BY THE CONDUCTOR* 



CONDUCTOR'S RECORD. 



From 
To — 



.189 — $- 



to 
o 



Notb.«» When a passenger pays fare on n train he la charged say 
twenty five cents extra. The total amount paid is entered on the above 
receipt by the Conductor (by cancellation of the proper amount.) and 
U then given to the passenger. Upon Us presentation at any office of 
the company, the agent refund* the amount and remits this receipt to 
headquarters in lieu of ca6h. . 

n. B.~There are several other forms used by conductors to giving 
receipts. 

494 



STATION AND TRAIN WORK 



495 



RETURN OP CASH PARES COLLECTED. 



PUNCH 
ESSE. 



I hereby certify that the. following is a true statement of 
all money collected by me on the trip6 designated hereon, and 
that the rates, extensions and footings as stated are correct. 



-Conductor. 



STATEMENT OF AMOUNT COLLECTED. 



From 



To 



No. 
Fares. 


Hate. 


Amount. 











Remarks. 



Statement op 

Receipts Issued 

For Fares Collected. 



CoiameiTg No. 



Cloi-iiig No. 
(.Lowest No. on hud.) 



No. Issued 



Amount Collected North or West, 

Amount Collected South or East, 

Total, 



Dollars. 



Centa. 



Train run between——- and. 

No,, Going North or West 

No Going South or East 



-189 — 
.189 — 



Note.— If no fares are collected, a blank form muut be returoedL 

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STATION AND TRAIN WORK 497 

Standard Train Order Blank for 19. Order: 



FORM 

19 



FORM 

19 



^e-a COMPANY. 

TRAIN ORDER No., 2 

March 2T /9 02 



To 



At. 



(INITIALS.) 



..Opr.; 



:*:&.*.# 



Conductor and Eneineman must each have a copy of this order. 



Made complex time^i&v *. Bin* Opr. 



wssa 



498 RULES FOR MOVEMENT OF TRAINS 

Standard Train Order Blank for 31 Order. 



FORM 

31 














FORM 

31 







(NAME.) 

TRAIN ORDER No !!.. 


COMPANY. 

March 21 19 04 


To .... 


At ._ 


X 


. jamais.) Opr.; 


}*Jt.M 


Conductor e 






tnd Engrineman must each have a copy of this order. 


Repeated at 220 a M. 


Conductor 


Engineman 


Train 

45 


Made 


Time 


Opr. 


Jones 


Brown 


Comal ue 


2 20a.m. 


Black 
















(Omit 












this column 












where 












Engineman 












is not 












required 












to sign.) 











STATION AND TRAIN WORK 499 



Form 620. 

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 



CROSS-OVER PERMIT. 

Block Station 190 

To Conductor and Engineman Train No 

T have complied with the Rules. You may 

use , hound track at 

by protecting your train as provided in the Gen- 
eral Rules. 

Signalman. 

This permit does not relieve the train crew from any respon- 
sibility in connection with the Time-Table or Rules and Regu- 
lations. 

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 

TRAIN ORDER NO ?? 1. 

T ° / 

At Station. 



Nov. 27, 1902. 



INITIALS Opt. 1.46 M 



500 



RULES FOR MOVEMENT OF TRAINS 



Chief Train Dipatcher 



Repeated at .2.30 # 'A M. 



Conductor 


Train 


Made 


Time 


Dispr. 


Opr. 


13 JONES 


45 


OK. 


2.20 AM 


ABC 


BLACK 


13 










13 












13 












13 












13 












13 













Conductor and Engineman must each have a copy of this order e 

Train ahead left at ,12.30 AM, 



STATION AND TRAIN WORK 501 



Form 547. 

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 



CLEARANCE. 

There are NO ORDERS 

at Station 

for Train No due at said station at... „.M. 

190 

Stop signal is displayed f br. „ 

Last train ahead, No left here at M. 

Remarks 

This does not interfere with or eountermand any order* you may have received. 

Time issued M. 

Signed Operator. 

Note. — Should any train have orders not to pass any station 
"without orders," the reception of this blank does not release 
it, but in such cases regular orders must be obtained. 

In case "stop signal" is not displayed, operators will write "not 
displayed" after the words "Stop signal is displayed for " 

Operators are required to fill in blank in duplicate for 
trains for which they have no orders. Fill in exact time clear- 
ance is given. 

Conductor must see that the number of his train is entered to 
above form corr'ecilv. 



502 



RULES FOR MOVEMENT OF TRAINS 



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a 



RAILWAY YARDS AND HANDLING CARS.* 

"The main functions of a railway yard are to receive 
trains passing over the road, to separate and classify the 
cars for their proper destinations and to put the cars 
together into trains for forwarding. An important con- 
sideration is that this should be done in the most economi- 
cal way, both as to time and cost, and the evidence at 
hand seems to show very conclusively that these results 
can best be attained in the "hump" type of yard. In the 
replies received by the committee the opinions expressed 
were almost universally in favor of the hump yard as 
compared with other types, and the advantages were 
summarized by one writer as follows : 

" 'Hump yards, in my opinion, are very much more 
rapid in their work and in the handling of cars than any 
other types of yards in general use. If thoroughly 
equipped with engines of sufficient tractive power, humps 
of proper grades, enough riders to handle each cut 
of cars without delay and a proper system of marking 
cuts and indicating to the switchmen where they go, 
the yard will not only work faster than any other type, 
but will do it at less cost and with much less damage 
to the cars and to the merchandise handled in them.' " 

"On the other hand, it must be remembered that the 
hump yard is still in its infancy as to design and in a 
minority as to actual numbers. Consequently an abso- 
lute unanimity of opinion can not be looked for, and this 
type must be expected to have some opponents. One 

*Frotn a committee report to the American Railway Engineer- 
ing and Maintenance of Way Association. 

503 



504 STATION WORK AND TELEGRAPHY 

objection that has been made is that cars are more lia- 
ble to be damaged when handled in this way by gravity, 
but this is quite at variance with the experience of most 
of those who have had such yards under their charge. 
It is, of course, possible that in a yard improperly handled 
considerable damage might be done, but this is no argu- 
ment against the type of yard. 

"A hump yard is one in which the movement of cars 
is produced by pushing them over a summit, beyond 
which they run by gravity. A train of cars to be sep- 
arated or classified is slowly pushed over the summit, 
each car or cut of cars being uncoupled and acquiring an 
impetus on the steep down grade which enables it to 
run on to the proper classification track by gravity 
without other assistance., A car rider or brakeman boards 
each car or cut of cars as it starts down the grade and 
controls it so as to stop it at the desired point on its 
tracks and to prevent damage due to cars being run to- 
gether at too high a speed. The movement from the 
base of the summit may be facilitated by an assisting 
grade. Connecting or run-around tracks provide for the 
movement of cars which do not require to pass over the 
hump. 

"To provide for the proper performance of its work 
the yard should comprise receiving tracks, classification 
tracks and departure tracks. The receiving tracks should 
be of sufficient length to hold a maximum train, and 
sufficient in number to receive in quick succession a 
number of trains which may have been detained out on 
the line by a wreck or other cause. This number of 
tracks will, of course, depend upon the amount of traffic 
on the road. The grade of the receiving tracks should 
be such that one engine can push the entire train over the 
hump. 



RAILWAY YARDS HANDLING CARS &Qli 

"The receiving tracks are connected with the classifica- 
tion tracks over the hump by switches in such a way 
that cars on any receiving track can be pushed over the 
hump into any classification track. The -tracks ap- 
proaching the summit should be on a slight up grade to 
insure that the cars are closed up so that they can be 
readily uncoupled at the hump without causing delay. 

"Hump yards can not be properly operated without 
riders on the cars, and in considering the accelerating 
grades for the hump this fact must be borne in mind. 
The descending or accelerating grades of the hump 
should be such that the cars will run by gravity from the 
summit to their proper destinations on the classification 
tracks. The exact grades must be determined by ex- 
perience with the class of business handled and the 
local conditions. The amount of elevation and rates of 
grade required will vary with different kinds of cars and 
traffic handled, and also with the varying climatic con- 
ditions ; that is to say, loaded cars will run more easily 
than empty cars, and the cars will run more easily in 
summer than in winter. The details, therefore, vary in 
practice in different yards. 

"The tracks in the classification yard need not, as a 
rule, be of sufficient length to hold full or maximum 
trains. Their length will depend upon local conditions 
and the number of classifications needed. A length 
sufficient for half a train is usually enough, provided a 
sufficient number of tracks can be put in to allow of the 
number of classifications wanted for the different destina- 
tions and for bad-order and hold-over cars. It is desira- 
ble to keep the distance from the hump to the end of 
the switches as short as possible, and for this purpose 
the "double V" shaped layout for switches is usually the 
best. 



506 STATION WORK AND TELEGRAPHY 

"Beyond the classification tracks are located the de- 
parture tracks. These should be of full length to take 
a maximum train, and of sufficient number so that trains 
can be pushed from the classification tracks as soon as 
they are made up. These tracks should be provided 
with a compressed air plant for testing the train brakes 
and hose so that there will be no loss of time by re- 
quiring the road engine to do this service. In some cases 
the cars are made up into trains on the classification 
tracks, which thus serves the double duty of classification 
tracks and departure tracks. The tracks of a classifica- 
tion yard so used should be of full train length. 

"The cars on any one track in the classification yard 
are, as a general thing, not arranged in proper order for 
handling in trains. A considerable amount of shifting 
has therefore to be done in order to put the cars in proper 
train order, and it has been suggested that this part of 
the work might be greatly facilitated by passing the 
cars over a second hump into the departure yard. In- 
quiry was made by the committee to see if this plan would 
be considered advisable, but the replies received were al- 
most unanimously opposed to the use of a second hump 
for this purpose." 

HANDLING CARS IN YARDS.* 

"The office work connected with yard operations may 
be divided into three distinct parts: (i) "receiving/' or 
"in- freight ;" (2) "forwarding," or "out-freight ;" and 
(3) "transfer," or receiving from and delivering to con- 
necting lines. In immediate charge of this work is a 
chief clerk, who must be a man of considerable execu- 

*F. S. Atkin. 



RAILWAY YARDS — HANDLING CARS 507 

tive and business ability, since he is virtually the acting 
superintendent many times in a day. 

"i. In-freight. The clerical routine arising from the 
receiving of freight arriving in trains from off the com- 
pany's lines, demands, for its handling, a force consist- 
ing of a ''train clerk/' "number-takers," "seal-takers/' 
"carders," a "transfer clerk/' a "grain-sealer," a "rate 
clerk," and an "expense bill clerk," besides, of course, the 
chief clerk. 

"On the arrival of a train in the yard, the number-tak- 
ers secure a list of the numbers and initials of all cars 
in the train, also noting the condition of loads on open 
cars — whether they are low enough to clear tunnels, 
bridges, etc., and whether staked on the cars, etc. All 
the doors — side, end, and roof — are inspected by a seal- 
taker, who records the seals attached to them. The seals 
now generally employed are made of tin, with a circu- 
lar piece of lead attached. The tin band bears a serial 
number, and the lead disk, after a car-door has been 
sealed, bears the impression of the seal-punch used — 
either letters or numbers identifying the station where the 
punch is used. All of these seal numbers or letters must 
be taken, and a copy made in an impression-book for fu- 
ture reference. 

"In the meantime the train clerk examines the way- 
bills as carefully as possible for "hold" or "diversion" 
orders, and makes a transcript of them on the "train- 
sheet/' stating the car number, initial, forwarding station, 
destination, contents, and via what connecting line. Af- 
ter the train clerk has completed the transcript, a carder 
tacks on each car a card showing the road to which the 
car is to be transferred, or should it be destined for the 
home road, the switching district to which it is to be 



508 STATION WORK AND TELEGRAPHY 

taken. The train is then ready to be switched into the 
classification-yard. 

"Some of the incoming cars may have to be transferred 
to other railroads, and a record of all such is kept by a 
transfer clerk, the expense-bill clerk making out an ex- 
pense bill for every loaded car thus handled. In con- 
nection with this work, the latter clerk also sees that the 
bills are properly extended, and it is the usual practice 
for him to call back the expense bills to the clerk so as to 
check any possible error. 

"There is a rate clerk who revises rates, or rather 
checks them over to see that the freight has been billed 
at a proper classification, and also to make sure, in case 
of through-bills, that his company is given its proper 
proportion of the through-rate. He is held responsible 
for all errors in wrong rates or extensions made by the 
billing agent. 

"Where cars contain grain for inspection, a grain- 
sealer accompanies the grain inspector, his duty being to 
reseal all cars opened for inspection or samples. 

"2. Out-freight. In the "forwarding /'or "out-freight" 
work, there are, as in the "in-freight" department, the 
usual number-takers, seal-takers, carders, rate clerks, and 
clerks taking care of way-bills. As the out-bound cars 
are made up into trains, they are checked as before for 
their car numbers and initials, and all loaded cars are 
properly sealed and reported to the train clerk, who then 
checks up the list of cars and furnishes a way-bill for 
each loaded car, showing the contents, destination, etc. 
In the case of "foreign" empty cars, a way-, or card-, 
bill is furnished. 

"The conductor of the train also takes a list of the 
number of all cars in his train, which list is checked with 



RAILWAY YARDS HANDLING CARS 



509 



that of the number-taker, and if they agree, and corres- 
pond with the numbers on the way-bills, he receives his 
way-bills for the cars. In addition, the list made by the 
number-taker is given to the car record clerk, who re- 
cords the numbers of the cars, date of leaving, tr&in 
number, and destination. 

"3. Transfer freight. As regards transfer freight — or 
the receiving of freight from, and the delivery of it to, 
connecting lines — cars are usually classified for the vari- 
ous roads when first switched, and are then made up into 
"transfer" trains. A record is made of all cars loaded or 
empty. Duplicate expense bills are made for each car 
in the transfer train, showing the name of the consignee, 
destination, contents, weight, charges, car number, and 
initial. Both of the bills are sent to the road receiving 
the cars, one copy to be signed and returned by the agent 
of the receiving road, and the other to be retained by 
the receiving road for its record. Any car received in a 
damaged condition, or short as to its billed contents, must 
be noted on the expense bill returned to the delivering 
road. This is also true as to seals, which, if defective, 
must be immediately reported to the delivering road by 
the receiving agent, giving the car number and initial, 
date of its arrival, and a statement of the trouble. If 
the expense bill is returned to the delivering road with- 
out any such addition, it is an indication that the ship- 
ment has been received in good order; and the transac- 
tion, so far as the actual transfer is concerned, is closed. 

"Young men seeking employment with railroad com- 
panies dislike to take positions in terminal yards, as the 
pay is small, the hours long, and the work very exacting. 
Yet no one expecting at some future time to occupy the 
position of agent of a terminal station can afford to 



510 STATION WORK AND TELEGRAPHY 

neglect this work. As agent he would not be able to man- 
age the station so successfully if he did not have the ex- 
perience to be acquired in the terminal yard. Here is 
the first round of the ladder, and a person familiar with 
the small details can handle the general business to bet- 
ter advantage. It is a wide field, and I know of none bet- 
ter suited for a young man making his start in railroad- 
ing."— F. S. Atkin, Sup't Terminals, C M. & St. P., in 
"Railway Organization and Working." 

DISTRIBUTION OF CARS. 

"The conditions surrounding car distribution are de- 
pendent upon the commodities and the geographical lo- 
cation of the railroad. For instance, it is much more 
difficult to handle car distribution on a road whose par- 
ticular product is grain or hay, than on a road where the 
particular commodity is coal or stock; and, again, it is 
more difficult t6 handle distribution on a road with 'a 
great number of branches or feeder lines, than on a 
road that has a straight main line. 

"The first essential and all-important requisite is that 
the person in charge of distribution thoroughly familiar- 
ize himself with the products originating on his line, 
and the seasons during which they move. He should 
also know the destination of such commodities, in order 
that he may, prior to their movement, gradually accu- 
mulate the surplus equipment in the section where it 
will be needed, and thus avoid hauling the empty cars 
out of the territory shortly before they will be required 
for loading. In this manner the empty car mileage, 
which is one of the large items of operating expenses, 
is reduced to a minimum. 



RAILWAY YARDS — HANDLING CARS 



511 



"The Car Distributor must know at all times where 
his equipment is located. Such information is furnished 
him by wire every twenty-four hours, giving the total 
number of each class of car on hand loaded, empty, held 
for movement, and in bad' order. These data are com- 
piled on each train district by the Chief Dispatcher at a 
given hour each day, the agent telegraphing the Chief 
Dispatcher, on a printed form, the number of cars wait- 
ing for movement east and the number of cars waiting 
for movement west, over or less than forty-eight hours ; 
the number of cars held for unloading at his station ; the 
number of empty cars of each class — box, stock, coal, 
etc. — on hand; the number of cars required for loading, 
under which item are specified the product awaiting 
shipment, the destination of the shipment, and, if beyond 
the home road, the route over which the consignment 
will be sent, so that the Chief Dispatcher may utilize 
foreign railroad cars belonging to lines over which the 
business will move. 

"For certain commodities, such as lumber, machinery, 
and ties, shippers frequently order coal- or flat-cars, it 
being more convenient to load the product into these 
than into box- or stock-cars. When such orders are 
placed, showing the commodity, destination, etc., the 
Chief Dispatcher can, however, often prevail on the 
shippers to use box- or stock-cars, when it is to the in- 
t terest of the road to do so. For example, a railroad may 
have a shipment in southern Illinois for points in Iowa 
or Minnesota. The shipper calls for coal-cars, which, 
if loaded into Iowa, where the road has no return traffic 
for them, must come back empty. On the other hand 
the road may have some stock- or box-cars moving west 



512 



STATION WORK AND TELEGRAPHY 



empty, which, if utilized, would save the empty haul 
into Iowa, and, in addition, would save the empty haul 
from Iowa back to the southern Illinois mines, if the 
coal- or flat-cars were used. Again, a shipper may order, 
for instance, Illinois Central large-capacity box-cars for 
a shipment of grain, cotton, or any other commodity. If 
he did not insist upon knowing its destination and route, 
the Dispatcher might furnish Illinois Central cars for it. 
The shipment is, however, destined for New York or 
New England points, to which some eastern foreign cars, 
then on the division, may be utilized." 

"In accordance with the system of car distribution, the 
shipper must order the cars he requires from the agent 
at the station where he will load. The agent, at the 
usual hour each day, will order the cars from 'his Chief 
Dispatcher. In case the Chief Dispatcher is unable to 
furnish all of the cars ordered from 'his district, he calls 
upon the Superintendent of Transportation to help him 
from other divisions or sources. Hence, a shipper can- 
not order cars direct from the Superintendent of Trans- 
portation, or from the Chief Dispatcher, without creat- 
ing confusion. If the Superintendent of Transportation 
accepted an order of that kind, and directed the Chief 
Dispatcher to take care of it, the latter might order the 
cars to the station direct; but when they reached there 
the agent would know nothing about the order. He 
would ask the Chief Dispatcher what the cars were sent 
for. The Chief Dispatcher, not knowing about the order, 
would no doubt instruct the agent to .bill them and send 
them on to some other point where he knew they were 
required. Had the order been transmitted through the 
proper channel, when the cars reached the station, the 
agent would know all the facts connected with it, and 
there would be no hitch in taking care of the shipment. 



RAILWAY YARDS — HANDLING CARS 513 

"The commodities to be moved, and their seasons for 
shipment, must be carefully watched. The condition 
of the crops as they mature, and the prospects for mar- 
keting them, must likewise be closely studied. On the 
Illinois Central, for example, we know that fruit and 
vegetables begin to move in refrigerator-cars from Lou- 
isiana points the latter part of March, and keep grad- 
ually increasing in volume as the shipping territory ex- 
pands, until by the middle of June we are loading fruit 
and vegetables all the way from New Orleans as far 
north as Centralia, 111. — a territory of over seven hun- 
dred miles. To know what the requirements will be, 
it is necessary for the Car Distributor to get reports of 
the condition of the crops as they progress, and of the 
acreage planted. Frost may kill the tomato or peach 
crop, in which case he must make his deductions in figur- 
ing on the supply of equipment necessary to take care of 
it, in order to prevent hauling more refrigerator-cars into 
that section than are actually required for the business ; 
thereby avoiding the return of empty cars, which in- 
volves an enormous unnecessary expense. 

"There are other factors to consider, in addition to 
the maturing of the crop. The market price may be 
extremely low, in which case the grain will not move in 
such volume as it would if the price were high. The 
shippers who can afford to store it will naturally do so 
until the market is favorable. Again, the size of the 
grain crop is not an indication as to the volume that will 
move to early market. The crop of the preceding year 
may have been very poor. In that event a good portion 
of the present year's crop will be held over for the 
following year, for feeding and other local consumption, 
by reason of the supply having been exhausted during 
the current summer. 



514 STATION WORK AND TELEGRAPHY 

"The importance of a uniform system in doing work 
of this kind, which is more or less complicated, and 
the advantage of a simple method or system, cannot be 
too strongly emphasized. Let us take the loading of to- 
matoes, for example. At ******* * ?a town of 
1,100 people — we are to load a maximum of forty-five 
carloads of tomatoes in one day. The refrigerator- 
cars, after having been iced, are placed on long 
loading-tracks. The men who receive the tomatoes from 
the farmers divide the cars before any loading is done, 
by placing flags in the car doors. A white flag indicates 
that the teams having green, or unripe, tomatoes are to 
bring them to that car; a red flag denotes that those 
having ripe tomatoes are to unload them in that car; 
and a half-red and half-white flag means that the me- 
dium-ripe tomatoes are to go in that car. In this way 
the teamsters have no trouble whatever in lining up for 
the proper car, the tomatoes having been sorted in the 
fields before being loaded on the wagons. The object 
of loading them in this manner is to enable the shipper 
to route the green product to the most distant point, and 
the ripe product to the nearest market. If a car was 
loaded with half-ripe and half-green tomatoes, and 
shipped to a reasonable distance, the chances are that the 
ripe tomatoes would age and decay in transit, and long 
before the green tomatoes were in a marketable condi- 
tion. I cite this simply to show what good results may 
be obtained by some plain, simple system. This principle 
of a uniform system is at the foundation of the successful 
operation of railroads as well as of other large corpora- 
tions. 

"The distribution of coal-cars is, as a rule, very diffi- 
cult, the mines, located on branches and spur-tracks, be- 



RAILWAY YARDS HANDLING CARS 515 

ing badly scattered. The supply of empty coal-cars 
comes principally from the large manufacturing centers, 
where the coal is consumed, and in order to afford the 
mines in the various localities their equal proportions of 
the cars, it is necessary to keep in close touch with the 
movement of the empty cars in different directions. It 
is impossible for the men in charge of large terminals, 
like Chicago and St. Louis, to notify the Car Distributor 
at three, four, or five o'clock in the afternoon how many 
empty coal-cars they will be able to forward between 
six in the afternoon and six the following morning. The 
Distributor is, therefore, unable to instruct the Superin- 
tendent or the Dispatcher how to divide, between his 
own and other divisions, the equipment he receives dur- 
ing the night. Consequently the Distributor places an 
arbitrary distribution order on the percentage basis. 

"It is also the duty of the Car Distributor, Dispatcher, 
agent, conductor, and all concerned in the distribution 
and furnishing of cars, to see that large-capacity cars 
are furnished for shipments that will load to the capacity 
of the car, and that small, light cars are furnished for 
the light trafric. For example, it is not good policy to 
furnish an 80,000 pounds' capacity box-car to handle 
6,000 or 7,000 pounds of merchandise, when it is just 
as easy to furnish a 40,000 pounds' capacity car. Neither 
is it good practice to furnish two 40,000 pounds' ca- 
pacity box-cars for shipment of grain, when the ship- 
ment could have been loaded into one 80,000 pounds' 
capacity car. It is more difficult to haul the two than 
the one, and, in addition, they occupy double track-room 
in yards, and also entail double the switching expense 
on terminals. 



516 STATION WORK AND TELEGRAPHY 

"The Car Distributor must keep in touch with the re- 
pairs to cars, in order that he may get the class of equip- 
ment which he requires for immediate use — i. e., box, 
stock, coal, and refrigerator-cars — given preference on 
the repair tracks over the class of car which he does 
not so require. He should also keep informed as to 
the location of his cars on the tracks of foreign roads, 
so as to prevent too many of them getting into fields 
where they will be tied up and delayed. This information 
is furnished him from the car-record room. 

"Each railroad car in existence bears the initials of 
the road owning it, and an individual number which 
remains with the car from the day it is built to the day 
it is destroyed. Railroads exchange information show- 
ing the disposition of each other's cars. For example, 
the Illinois Central loads ten cars at Omaha for Boston. 
When the ten cars are delivered to the Lake Shore & 
Michigan Southern at Chicago, the agent of the Illinois 
Central at this point makes a report to the Car Account- 
ant of his own road, showing the initial and number of 
each of the ten cars, the date they were delivered to the 
Lake Shore, their contents, and their destination. When 
the Lake Shore delivers the ten cars to the New York 
Central at Buffalo, it mails to the Car Accountant of 
the Illinois Central — because they are Illinois Central 
cars — a postal card giving the number of each car and 
date they were delivered to the New York Central. The 
New York Central, in turn, furnishes similar informa- 
tion, showing the date the cars were delivered to its 
connections. In addition to furnishing information show- 
ing the present location of the cars, this system also 
enables the owner to check their per-diem earnings. 
When the record shows that a connecting line has a great 



RAILWAY YARDS HANDLING CARS 



517- 



many more of our cars than we have of theirs, the Car 
Distributor makes extraordinary efforts to get that con- 
nection to furnish us more of their cars, in order to 
protect loading originating on our line destined to points 
on theirs. This is especially true during the busy sea- 
son, where there is a shortage of cars." — J. M. Daly, 111. 
Central R. R., in "Railway Organization and Working." 
Editor's Note: There is probably no more earnest advocate 
of system in railway working than Mr. John M. Daly, and cer- 
tainly none better qualified through experience in bringing " or- 
der of chaos" by devising systematic plans and demonstrated 
their practicability. The fuller treatment of this subject by him 
in the very valuable book referred to is worthy the careful study 
of all interested in the expeditious movements of freight cars.— 
The; Editor. 



LIST OF FREIGHT CARS. 



Box 


Car. 


Common type. 


tt 


a 


Furniture and Vehicles. 


tt 


it 


Wooden Ware. 


t€ 


it 


Hearse. 


a 


it 


Ventilated. 


tt 


a 


Ice. 


it 


it 


Charcoal. 


ft 


it 


Lime. 


Refrigerator 


a 


Common. 


a 


it 


Beer. 


it 


it 


Dressed Beef. 


it 


it 


Dairy Products. 


it 


tt 


Ventilated Fruit. 


Stock 


a 


Common. 


it 


tt 


Double Decks. 


it 


it 


Single Deck Feed and Water. 



18 STATION 


WORK AND TELEGRAPHY 


Stock 


Car 


Palace Horse with Stalls* 


U 


a 


" Stock " 


Flat 


<( 


Common. 


66 


a 




66 


a 


Barrel Racks. 


66 


a 


Machinery. 


6C 


a 


Gun Trucks. 


a 


66 


Water Tanks. 


Gondola 


66 


Common. 


a 


66 


Hopper Bottom. 


€6 


66 


Steel 


61 


66 


Drop Ends. 


Ore 


66 


Iron, etc. 


Tank 


66 


Oil, etc. 


ive Poultry 


66 




Ballast 


66 





" Distributers. 
Lidgerwood Rapid Unloaders. 
Caboose Cars. 

" " Stockmen's Sleepers. 

Excavator " 
Derrick and Wrecking Cars. 
Pile Driver 

Ditching 
Side Dump 
Rotary Snow Plow " 

Flanger 
Form C. S. 21. (See page 128.) 



EXTRACTS FROM THE CODE OF RULES 

Governing the Condition of, and Repairs to Freight Cars 
for the Interchange of Traffic. 

ADOPTED BY THE MASTER CAR BUILDERS' ASSOCIATION. 

Note: — These rules make car owners responsible for, 
and therefore chargeable with, the repairs to their cars 
necessitated by ordinary wear and tear in fair service, so 
that defect cards will not be required for any defects 
thus arising. 

Railroad companies handling cars are responsible for 
damage done to any car by unfair usage, derailment or 
accident, and for improper repairs made by them, and 
they should make proper repairs at their own expense, 
or issue defect card covering all such damage or improper 
repairs. 



CARE OF FOREIGN FREIGHT CARS. 

Rule i. Each railway company shall give to foreign 
cars, while on its line, the same care as to oiling, pack- 
ing and inspection, that it gives to its own cars. 

INTERCHANGING FREIGHT CARS. 

Rule 2. Cars offered in interchange must be accepted 
if in safe and serviceable condition, the receiving road to 
be the judge in cases not provided for in Rules 3 to 56, 



519 



520 STATION WORK AND TELEGRAPHY 



USE OF DEFECT CARD. 

Rule 3. Defect' cards shall be 3J4 inches by 8 inches, 
and of the form shown below. They should be printed in 
red ink on both sides, and shall be filled in on both sides 
with ink or black indelible pencil. The cards must plainly 
specify in full each item for which charges are authorized, 
indicating on which end of the car the defects exist. The 
end of the car upon which the brake staff is located shall 
be known as "B" end, and the opposite end shall be known 
as "A" end. Where there are two brake staffs on same 
car, the end toward which the cylinder push rod travels 
shall be known as "B" end. 



M. C. B. DEFECT CARD. 
(Name of Road.) 

Car No . . .Date. . 

Initial Line . . 



Will be received at any point on this company's 
line with the following defects : 



Note .—Fill in defects 
on both sides with ink 
or black indelible pen- 
cil. Attach this card 
with four tacks on 
outside face of inter- 
mediate sill, between 
crosstie timbers. 



.Inspector at. 



in 



5! 
So* 



0- 

O 



RAILWAY YARDS HANDLING CARS 



521 



Rule 4. Defect cards shall not be required for defects 
for which owners are responsible, except for missing 
material on cars offered in interchange, as provided for 
in Rules 2J and 41, neither shall they be required of the 
delivering road for improper repairs that were not made 
by it, with the exception of the cases provided for in 
Rules 31, 42, 43 and 44. 

HARDENS D 3TETEL £ TH/CH* 



l 




•7" 



a 



6?1 



'/<£ 



l<6 



Vi 



/v 



\& 



L^ 



v^ 




G 



Oe 



=1- — -^ 



^w_ 



yf- 



iHr 



-* 3 » 



l3j 



Worn Coupler Limit and Wheel Defect Gauge. 

Fig. 1. 

Rule 5. If a car has defects for which the owners r.re 
not responsible, but which do not render it unsafe to run, 
nor unsafe to trainmen, nor to any lading suitable to the 
car, the receiving road may require that a defect card be 
securely attached to the car with four tacks, preferably 
on the outside face of intermediate sill, between cross- 
tie timbers, on wooden cars ; and on steel cars to card- 
board located either on cross-tie under car or on inside 
of side sill at the end of car. 

Rule 6. Duplicate defect cards shall be furnished for 
lost or illegible cards. 



522 



STATION WORK AND TELEGRAPHY 



WHEELS. 

Defects of Wheels Which Justify Renewal. 

Rule 7. Shelled out: wheels with defective treads on 
account of pieces shelling out; if the spots are over 2.^/2 
inches, or are so numerous as to endanger the safety of 
the wheel. (Owners responsible.) 

Rule 8. Seams 1 inch long or over at a distance of 
y 2 inch or less from the throat of the flange, or seams 3 
or more inches long on any other point of the tread. 
(Owners responsible.) 




l\ii 



I 1 .3£ fehf I 



«#•■ 



1T\ 



M.|c.B. 5TANCJ/>R0 WHEEL TREAD * FLANGE. 

Maximum Flange Thickness Gauge. 

Fig. 2. 

Rule 9. Worn through chill : when the worn spot ex- 
ceeds 2}o inches in length. Care must be taken to dis- 
tinguish this defect from flat spots caused by sliding 
wheels. (Owners responsible.) 

Rule 10. Worn flange : cast wheels under cars of less 
than 80,000 pounds capacity, with flanges having flat 
vertical surfaces extending more than 1 inch from tread, 



RAILWAY YARDS — HANDLING CARS 523 

or flange I inch thick or less. Wheels under cars of 80,- 
000 pounds capacity or over, with flanges having flat 
vertical surfaces extending more than % inch from tread. 
or flange less than 1 1-16 inches thick. (See Figs. 4 and 
4a.) (Owners responsible.) 

Worn flange; steel and steel-tired wheels with flanges 
having flat vertical surfaces extending more than one 
inch from tread, or flange one inch thick or less. (See 
Figs. 4 and 4a.) (Owners responsible.) 

Rule ii. Thick flange: flange over 1 7-16 inches thick. 
(See Fig. 2.) (Owners responsible.) 

Rule 12. Tread worn hollow : if the tread is worn suf- 
ficiently hollow to render the flange or rim liable to break- 
age. (Owners responsible.) 

Rule 13. Burst: if the wheel is cracked from the wheel 
fit, outward, by pressure from the axle. (Owners re- 
sponsible.) 

Rule 14. Broken flange, caused by seams, worn 
through chill or worn flange. (See also rules 20 and 21.) 
(Owners responsible.) 

Rule 15. Broken or chipped rim, caused by defective 
casting, if the tread, measured from the flange at a point 
Y% inch above tread, is less than 3^4 inches in width. 
(See Fig. 5.) (See also Rules 20 and 21.) (Owners 
responsible.) 

Rule 16. Cracked tread, cracked plate, one or more 
cracked brackets, or broken in pieces under fair usage. 
(See also Rule 20.) (Owners responsible.) 

Steel or steel-tired wheels loose, broken or cracked 
hubs, plates, bolts, retaining ring or tire under fair usage. 
(Owners responsible.) 

Rule 17. Wheels loose or out of gauge. (See Fig. 
6.) (Owners responsible.) 



524 



STATION WORK AND TELEGRAPHY 



Rule 18. Chipped flange: if chip is on the outside of 
the flange and exceeds ij^ inches in length and J^ inch 
in width, or if it extends Y% inch past the center of flange. 
(Owners responsible.) 

Rule 19. Flat sliding: if the spot caused by sliding is 
2y 2 inches or over in length. (Care should be taken to 
distinguish this defect from worn through chill.) Deliv- 
ering Company responsible.) 

Rule 20. Broken flange, except as in Rule 14 ; chipped 
flange, if chip is on throat side of flange, and exceeds iy 2 
inches in length and yk inch in width, or if it extends Y% 
inch past the center of flange ; broken rim, if not caused 
by defective casting, if the tread, measured from the 
flange at a point %i inch above tread, is less than 3^ 
inches in width (see Fig. 5), or any breakage caused by 
unfair usage, derailment or accident. (Delivering Com- 
pany responsible.) 

Rule 21. The determination of flat spots, worn flanges 
and chipped treads shall be made by a gauge as shown 
in Fig. 1. The determination of thick flanges shall be 
made by a gauge as shown applied to M. C. B. standard 
wheel tread and flange in Fig. 2. 

The following engravings of the wheel defect gauge, 
Fig. 1, show the method of using it: 




- V C7 



w:: 



L-*i'-J 




Method of Gauging Shelled and Flat Spots. See Rules 7 and 19. 

Fig. 3. 



RAILWAY YARDS — HANDLING CARS 



525 



For wheels under cars of less than 80,000 pounds ca- 
pacity, and steel or steel-tired wheels with flanges 1 inch 
thick or less ; 80,000 pounds capacity or over, with flanges 
less than 1 1-16 inches thick. 




Method of Gauging Worn Flanges. See Rule 10. 

Fig. 4. 

For wheels under cars of less than 80,000 pounds ca- 
pacity, and steel or steel-tired wheels 1 inch from tread; 
80,000 pounds capacity or over, 7/% inch from tread. 




Method o-f Gauging Worn Flanges. See Kule 10« 

Fig. 4a. 



526 



STATION WORK AND TELEGRAPHY 




Method of Gauging Chipped Rings. See Rules 15 and 20. 



Fig- 5- 



*3 



Fig- 6. 



\ 



/ 



Wheels are out of gauge If less 
— than 4 feet 6% Inches here — 



or if more than 
4 feet 6% Inches here 



or less than 5 feet 4 inches here 



/ 



E3 



For wheels cast after August 31, 1894. 
toleaswtiiiimti to be made at the tame height on Vie wheels oe the center of the 

Fig. 6. 



AXLES. 

Defects of Axles Which Justify Renewal. 

Rule 22. Axles broken, or having seamy journals, fil- 
lets at the back shoulder worn out, or with collars broken 
or worn to % inch or less, under fair usage. 

Rule 23. Axles less than the following prescribed lim- 
its: 



RAILWAY YARDS HANDLING CARS 



527 



For Cars Marked with "Capacity." 
Capacity of Car. Journal. Wheel Seat. Center. 



100,000 


5 


inches. 


63/ 4 


inches. 


5% inc 


80,000 


A J /2 


a 


6% 


« 


55-16' 


70,000 


4 


a 


SH 


a 


4% ! 


60,000 


3 3 A 


a 


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All cars to have their light weight and capacity or 
their light weight and maximum weight stenciled on 
them. (Owners responsible.) 

Rule 24. Cut journals, axles bent or axles rendered 
unsafe by unfair usage, derailment or accident. (Deliv- 
ering Company responsible.) 



528 STATION WORK AND TELEGRAPHY 

TRUCKS. 

Defects of Trucks Which Justify Repairs if Owners Are 
Responsible, or Repairs or Carding if Deliver- 
ing Company Is Responsible. 

Rule 25. Defective, missing or worn-out parts of 
trucks not elsewhere provided for, which have failed un- 
der fair usage, or if any part of the truck frame or at- 
tachments is less than 2 T /> inches above the top of the 
rail. (Owners responsible.) 

Rule 26. Damage of any kind to the truck due to 
unfair usage, derailment or accident. (Delivering Com- 
pany responsible.) 

" Rule 27. Material missing from trucks of cars offered 
in interchange. (Delivering Company responsible.) 

Rule 28. Journal bearings and journal box bolts 
which require renewal by reason of change of wheels or 
axles for which the delivering company is responsible, 
regardless of the previous condition of the bearings. (De- 
livering Company responsible.) 

BRAKES. 

Defects of Brakes Which Justify Repairs. 

Rule 29. Defective, missing or worn-out parts of 
brakes, not elsewhere provided for, which have failed 
under fair usage, except missing material on cars offered 
in interchange. (Owners responsible.) 

Rule 30. Cylinder or triple valves of air-brake cars 
not cleaned and oiled within twelve months and the date 
of last cleaning and oiling marked on the brake cylinder 
with white paint. (Owners responsible.) 



RAILWAY YARDS — HANDLING CARS 529 

Rule 31. If i-inch hose and fittings are found on 
1^4-inch train pipe. (Delivering Company responsible.) 

Rule 32. Missing or torn air-brake hose or missing 
or broken air-brake fittings, angle cocks, cut-out cocks 
cylinders and reservoirs, triple valves, release valves and 
pressure-retaining valves or parts of any of these items 
(Delivering Company responsible.) 

Rule 33. Damage to any part of the brake apparatus 
caused by unfair usage, derailment or accident. (Deliv- 
ering Company responsible.) 

Rule 34. If the car has air-signal pipes or air-brake 
pipes, but no air-brakes, the hose and couplings on the 
car are at owner's risk, unless the car is stenciled that it 
is so equipped. (Owner's responsibility qualified.) 

Rule 35. Cars equipped with air-brake hose other 
than M. C. B. Standard hose on and after March 1, 1908. 
(Owners responsible.) 

Except cars offered in interchange, where delivering 
company is responsible. (Delivering Company respon- 
sible.) 

Rule 36. On and after September 1, 1907, all cars 
offered in interchange must be equipped with air-brakes. 



bodies. 

Defects of Bodies Which Justify Repairs if Owners Are 
Responsible, or Repairs or Carding if De- 
livering Company Is Responsible. 

Rule 37. Locks, side doors, end doors, roof doors, 
grain doors and all inside or concealed parts of cars miss- 
ing or damaged under fair usage, and failure or loss un- 
der fair usage of any part of the body of the car, except 



530 STATION WORK AND TELEGRAPHY 

as provided for in Rules 41 and 87. (Owners respon- 
sible.) 

Rule 38. Cars not within the limits of standard 
height for couplers, 31^ inches to 34^2 inches for stand- 
ard gauge cars. (Owners responsible.) 

Rule 39. Steps, ladders, handholds or running boards 
in bad order or insecurely fastened, or absence of grab- 
irons or handholds as required by law. Handholds or 
grabirons must be of wrought iron or steel and secured 
by bolts or lag screws. (Owners responsible.) 

Rule 40. Damage of any kind to the body of the car 
due to unfair usage, derailment or accident. (Delivering 
Company responsible.) 

Rule 41. Material missing from body of cars offered 
in interchange, except locks, grain doors and all inside 
or concealed parts of car. (Delivering Company respon- 
sible.) 

Rule 42. M. C. B. couplers not equipped with steel 
or wrought-iron knuckles. (Delivering Company re- 
sponsible.) 

Rule 43. Cars intended to be equipped with metal 
brake beams and so stenciled, if found with wooden brake 
beams. (Delivering Company responsible.) 

Rule 44. Cars equipped with M. C. B. couplers hav- 
ing pocket rear-end attachments and so stenciled, if found 
with tail-pin attachments instead of pocket. (Delivering 
Company responsible.) 

Rule 45. Uncoupling attachments of M. C. B. coup- 
lers offered in interchange must be made operative before 
moving from interchange points. (Delivering Company 
responsible.) 



RAILWAY YARDS HANDLING CARS 531 

Improper Repairs. 

Rule 46. Any company making improper repairs is 
solely responsible to the owners, with the exception of the 
cases provided for in Rules 31, 42, 43, 44, 45, and also in 
case it should be necessary to replace spindle with pocket 
attachment. (Company making repairs responsible.) 

Rule 47. The company making such improper .re- 
pairs shall place upon the car, at the time and place that 
the work is done, an M. C. B. defect card, which card 
shall state the wrong material used. (Company making 
repairs responsible.) 

Combinations of Defects Which Denote Unfair Usage if 

Caused at One and the Same Time and 

at the Same End of Car. 

Rule 48. Damaged coupler, accompanied by damage 
to either coupler stop, filling block, draft timber or its 
substitute, or end sill. 

Rule 49. Damaged coupler pocket, accompanied by 
damage to either draft timber or its substitute, or end sill. 

Rule 50. Damaged coupler stop or filling block, ac- 
companied by damage to either coupler or end sill. 

Rule 51. Damaged draft timber or its substitute, ac- 
companied by damage to either coupler, coupler pocket, 
or to end sill. 

Rule 52. Vacant. 

Rule 53. Damaged end sill, accompanied by damage 
to either coupler, coupler pocket, coupler stop, filling 
block, draft timber or its substitute, or longitudinal sill. 

Rule 54. Damaged longitudinal sill, accompanied by 
damage to end sill. 



bo2 STATION WORK AND TELEGRAPHY 

Rule 55. Damaged longitudinal sills, if necessitating 
replacement or splicing of more than two sills. 

Rule 56. D'amaged corner and end posts, if necessitat- 
ing the replacement of, or repairs to, more than two end 
or two corner posts at one end, or more than one end and 
one corner post at same end of car. 

The word "coupler" in the above rules, 48 to 53, in- 
clusive, means the coupler body or knuckle. 

An American continuous draft key shall not enter into 
a combination of defects denoting unfair usage. 

It will be assumed that a missing coupler and attach- 
ments are damaged unless shown to the contrary. This 
only refers to cases where the coupler if broken would 
enter into the combination of defects. 



INSTRUCTIONS TO REPAIR MEN. 

Rule 57. Any car having defects which render it un- 
safe to run, unsafe to trainmen, or to any lading suitable 
to the car, may be repaired. 

Rule 58. Repairs to foreign cars shall be promptly 
made, and the work shall conform in detail to the original 
construction, and with the quality of material originally 
used, except as provided for in Rules 62 and 63. Mal- 
leable iron, M. C. B. standards, may be substituted for 
gray iron, M. C. B. standards, but the net cost to car 
owner in such cases must be no greater than if the origi- 
nal kind and weight of material had been applied. Gray 
iron, M. C. B. standards, may be substituted in place of 
malleable, M. C. B. standards, but in such cases the 
debits and credits must be for what is actually applied 
and removed. Repair cards and stubs must state kind of 
material applied and removed. 



RAILWAY YARDS HANDLING CARS 5oo 

Rule 59. In repairing damaged cars M. C. B. stand- 
ards may be used when of dimensions that do not impair 
the strength of the cars, in lieu of the parts forming its 
original construction. When using materials for repairs 
to foreign cars for which the Master Car Builders' Asso- 
ciation has adopted specifications as a standard, the ma- 
terials must comply with the requirements of these speci- 
fications. 

Rule 60. In making repairs for which owners are 
responsible, wheels other than 33-inch may be replaced 
with 33-inch wheels, if practicable. If changes are neces- 
sary in order to bring the car to the proper height, the 
cost of so doing shall also be chargeable to the car owner. 




Fig. 7. 



Rule 61. Couplers of the vertical plane type other 
than M. C. B. replaced with M. C. B. standard, the ex- 
pense of alteration thus necessitated shall be chargeable to 
car owners. Couplers that exceed the distance of 5^ 
inches between point of knuckle and guard arm measured 



534 



STATION WORK AND TELEGRAPHY 



perpendicularly to guard arm must be repaired. (See 
drawing.) 

Rule 62. When M. C. B. couplers of another make 
are placed upon a car, the uncoupling arrangements shall 
be made operative at the expense of the company making 
the repairs. 

Rule 63. When M. C. B. couplers, knuckles, metal 
brake beams, wheels or axles are replaced under condi- 
tions which make them chargeable to the owner, it must 
be plainly stated on the repair card and stub whether the 
material is new or second-hand. 

Rule 64. Any company finding cars not within the 
limits of standard height for couplers may make repairs 
and charge to owners. Cars should be adjusted in height 
when empty, as far as possible, and in order to justify a 
bill for this work under the Rules of Interchange, an 
empty car measuring 2> 2l A inches or less should be ad- 
justed to 34^ inches, or within 54 * nc h thereof, and when 
it is necessary to alter a loaded car it should be adjusted 
to 33 ]/ 2 inches, or within J4 inch thereof, or as nearly 
as possible to such height as will bring it to 34^/2 inches, 
when the car is unloaded, the height to be measured from 
top of the rails to the center line of the coupler shank. 




Rule 65. Draft timbers musf not be spliced. All lon- 
gitudinal sills may be spliced once. Longitudinal sills, 
other than center sills, when less than 12 inches in depth, 



RAILWAY YARDS — HANDLING CARS 



535 



the plan shown in Fig. 8 is to be followed ; when the sills 
are 12 inches or more in depth the plan shown in Fig. 
9 is to be followed; when center sills are spliced the 
plan shown in Fig. ga is to be followed. 

The splice may be located either side of body bolster, 
but the nearest point of any splice must not be within 12 
inches of same, excepting center sills, which must be 
spliced between body bolster and cross-tie timbers and 
not within 30 inches of either. The splicing of two ad- 
jacent sills at the same end cf the car, or the splicing of 
any sill between cross-tie timbers, will not be allowed. 




Fig. 9. 

Steel sills may be spliced as shown below' in Figs. A, 
B and C. 

Rule 66. Wheels on the same axle must be of the 
same circumference. 

Rule 67. New wheels must not be mated with second- 
hand wheels. 

Rule 68. Prick punching or shimming the wheel fit 
must not be allowed. 

Rule 69. The wheel seats of foreign axles must not 
be reduced more than 1-16 inch to fit the wheels, and in 
no case must they be reduced below the limits given in 
Rule 23. 

Rule 70. Any company repairing foreign cars with 
wrong material, and not in compliance with the Rules 57 



536 



STATION WORK AND TELEGRAPHY 




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RAILWAY YARDS HANDLING CARS 



537 





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538 STATION WORK AND TELEGRAPHY 

to 70, inclusive., shall be liable to the owners for the cost 
of changing such car to the original standard, or to the 
requirements of these rules, except that companies ap- 
plying axles smaller than the limits given in Rule 23 shall 
not be held responsible for improper repairs if the car 
is not stenciled showing the capacity of the car. 

Rule 71. In replacing air-brake hose on foreign cars 
for which bills are made, new hose must be used. 

Air-brake hose applied to foreign cars shall be consid- 
ered wrong repairs unless they are made in accordance 
with the M. C. B. specifications and are so labeled. 

Rule 72. If the weight of a car is found to vary 
more than 500 pounds from the light weight stenciled on 
the car a railroad company having the car in its possession 
may weigh and restencil the car, making a charge for 
each car weighed and so reported. The railroad com- 
pany making the bill shall notify the owner, giving the 
date and point at which the reweighing was done. 

Rule 73. Cars undergoing extraordinary repairs, such 
as sills, resheathing, roofing, etc., must be reweighed and 
restenciled by the company having the car in its posses- 
sion at its own expense, and the owner notified. 

Rule 74. When second-hand axles are applied under 
conditions which make them chargeable to the owners, 
the diameters of the wheel seats and center must not be 
less than, and the diameter of the journal must be % 
inch greater than the limiting diameters given in Rule 
23. If cars are marked with the word "Capacity," the 
first set of limits must be followed. If cars are marked 
"Maximum Weight/' the second set of limits must be 
followed. 

Rule 75. When two or more cars chained together, 
or any cars which require switch chains to handle them, 



RAILWAY YARDS — HANDLING CARS 539 

are delivered at an interchange point, the receiving road 
shall deliver to the delivering road at the time, an equiva- 
lent number of switch chains of the same size as the 
chains so used on the cars delivered, or, in lieu thereof, 
furnish a defect card for such chains. 

USE OF REPAIR CARD. 

Rule 76. When repairs of any kind are made to for- 
eign cars a repair card shall be securely attached to out- 
side face of intermediate sill between cross-tie timbers on 
wooden cars, and on steel cars to cardboard located either 
on cross-tie under car or on inside of side sill at the end 
of car. This card shall specify fully the repairs made, 
and reason for same, the date and place where made, and 
name of road making repairs ; also show location of parts 
repaired or renewed. The end of car on which brake 
staff is located shall be known as "B" end, and the oppo- 
site end as "A" end. Where there are two brake staffs 
on the car, the end toward which the cylinder push rod 
travels shall be known as "B" end. The card shall be 
provided with a stub, which will duplicate information on 
the card and the stubs must be forwarded with the bill. 

If no bill is to be rendered, the repair card stub must 
be forwarded on or before the twentieth day of each 
month, with the words "no bill" written across the face of 
the repair card stub. In case it is not the intention to ren- 
der bill, the words "no bill" shall be written across the 
face of the repair card. 

Rule 77. The repair card shall be 3^2 by 8 inches, and 
the stub 3/^ by 4 inches. The card shall be printed on 
both sides in black ink, and shall be filled in on both sides 
with ink or black indelible pencil, and be of the follow- 
ing form : 



540 



STATION WORK AND TELEGRAPHY 



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RAILWAY YARDS — HANDLING CARS 541 

The cards and stubs must state whether solid or filled 
journal bearings are applied or removed; also, length of 
bearing. In the case of couplers applied and removed, 
they shall state the make and kind of material in couplers 
and the size of shank. In the case of knuckles, they must 
state Whether open or closed knuckles are removed and 
applied. In the case of brake shoes removed and applied, 
they shall state the kind of shoe. 

Rule 78. Any road making partial repairs of defects 
on a car which are covered by defect cards will have the 
defects repaired crossed off the original card with ink or 
indelible pencil and card placed back on car. A copy of 
the card accompanying the bill with the defects which 
were not repaired crossed off will be sufficient authority to 
bill. 

Rule 79. Duplicate repair cards shall be furnished 
for lost or illegible cards. 



INSTRUCTIONS FOR BILLING. 

Rule 80. Bills may be rendered for work done under 
Rule 57, except in cases where owners are not respon- 
sible and the car bears no defect card covering the de- 
fects repaired, stating .upon the bill the date and place 
where the repairs were made ; the repair card stub or de- 
fect card to accompany the bill. 

Rule 81. Car owners may require receipt of repair 
card or stub before payment of bill for repairs. 

Rule 82. For repairs made on defect cards, the card 
must accompany the bill as voucher for the work done, 
but no bill shall be rendered for repairs which have not 
been made. 



542 STATION WORK AND TELEGRAPHY 

Rule 83. When improper repairs of owner's defects 
have been made and bill rendered, the owner may counter 
bill against the company making the wrong repairs for 
the cost of changing the car to the original standard, or 
to the requirements of Rules 57 to 79, inclusive, if the 
work is done. 

Rule 84. When improper repairs of defects for which 
owners are not responsible are made, the owner may make 
bill against the company making the improper repairs for 
the cost of changing the car to the original standard, or 
to the requirements of Rules 57 to 79, inclusive, if the 
work is done. 

Rule 85. The evidence of a joint inspector or the 
joint evidence of two persons, one representing the owner 
of the car, and the other representing the delivering road, 
that the repairs are not proper, shall be final. A joint evi- 
dence card shall be used for this purpose, which shall 
describe and show location of parts repaired or renewed. 
The end of the car on which the brake staff is located 
shall be known as "B" end, and the opposite end as "A" 
end. Where there are two brake staffs on the car, the 
end toward which the cylinder push rod travels shall be 
known as "B" end. This card shall be of the following 
form: 

Rule 86. The joint evidence card, accompanied by a 
proper repair card, upon which a bill has been made, shall 
be used as authority for rendering bill, but if unaccom- 
panied by such repair card, the joint evidence card shall 
be sent to the company against which the evidence has 
been presented, and it shall furnish a defect card cover- 
ing the wrong repairs if it made them. 

Rule 87. Bills may be rendered against car owners 
for the labor only of replacing couplers, brake beams (in- 



RAILWAY YARDS HANDLING CARS 



543 



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STATION WORK AND TELEGRAPHY 



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RAILWAY YARDS HANDLING CARS 



545 



eluding their attachments, such as shoes, heads, key bolts, 
jaws and hangers), brake levers, top and bottom brake 
rods that have been lost on the line of the company mak- 
ing the repairs. Coupler springs, followers and yokes 
may be included in the above, providing they have been 
lost with the couplers. 

Rule 88. In making bills under these rules, the in- 
formation necessary for the car department should be 
embodied on the following forms, whether the same is 
made as a bill or a statement to accompany a bill : 

Rule 89. Bills rendered for wheels and axles shall be 
in accordance with the following schedule of prices for 
material, with the proper debits and credits : 



One 36-in. cast-iron wheel 

One 33-in. cast-iron wheel ... ...... 

One axle, 100,000 lbs 

One axle, 80,000 lbs 

One axle, 60,000 lbs 

One axle, 50,000 lbs. (or under) 



New. 



$10.00 
8.50 
24.00 
19.00 
14.00 
12.00 



Second- 
Hand. 



$ 7.50 

6.75 

13.50 

11.00 

7.75 

6.50 



Scrap. 



£5.00 
4.50 
7.75 
6.50 
5.25 
4.50 



and with an additional charge for all labor for each pair 
of wheels and axles removed from all arch bar trucks of 
$1.75, and from all solid pedestal trucks of $2.00. If new 
wheels and axles are substituted for second-hand wheels 
and axles, proper charges and credits shall be allowed, al- 
though such substitution be made on account of only one 
loose or defective wheel, or a defective axle, with the 
following exceptions : In case the owner of a car removes 
a damaged wheel or axle, no charge shall be made for any 
difference in value between the parts used and those re- 
moved that are not damaged. 



546 



STATION WORK AND TELEGRAPHY 



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STATION WORK AND TELEGRAPHY 



All steel or steel-tired wheels of the different makes 
to be charged at current market prices, less freight 
charges. 

Removing, turning and replacing a pair of steel or steel 
tired wheels; $5.50 for pedestal type of truck and $5.00 
for archbar truck. 

Loss of service metal from steel or steel-tired wheels 
for defects for which the delivering company is respon- 
sible, to be charged for at the rate of $1.50 per 1-16 inch 
thickness of tread or tire. 

Rule 90. If car owner elects on account of improper 
repairs to remove M. C. B. standard axles suitable to the 
capacity of the car, he shall make charge for second- 
hand axles and allow credit for secondhand axles if they 
are in good order. Axles removed below the journal 
limit of ioo ; ooo pounds, 80,000 pounds, 60,000 pounds 
and 40,000 pounds capacity to be credited as scrap when 
removed. 

Rule 91. Bills for wheel and axle work must make 
specific mention of each axle and wheel removed or ap- 
plied. 

Rule 92. Bills which do not embody all the informa- 
tion called for by the headings of the columns may be 
declined until made to conform to the requirements of 
the rule. If no marks are found on wheels or axles 
removed, a notation to that effect must be made on face 
of bill. 

Rule 93. In noting on bills the cause of removal of 
wheels and axles, the terms used in Rules 7 to 24, inclu- 
sive, shall be used, and the dimensions of the defect or 
variations from the prescribed limits should be carefully 
specified. 



RAILWAY YARDS — HANDLING CARS 



W 



Rule 94. Bills for repairs made under these rules 
and for material furnished shall be in conformity with 
schedules of prices and credits for the articles enumerated. 
(See tables in unabridged code.) 

Rule 95. Not more than one pound of mineral paint 
can be charged for 15 square feet of surface covered, and 
not more than one pound of lead paint for 12 square feet 
of surface covered. No charge to be made for lettering. 

Rule 96. Whenever scrap credits are allowable the 
weights of scrap credited shall be equal to the weights 
of the new metal applied, except as otherwise provided 
in the rules, and except in the case of scrap M. C. B. 
couplers, and parts of same, and material applied on 
defect cards, in which cases the weight and kind of metal 
removed shall be credited. 

Rule 97. In the application of channels they should 
be charged out at the current market price plus the neces- 
sary labor for drilling, etc. ; credit should be at prices 
quoted above for similar metal. 

Rule 98. Bills shall riot be rendered for amounts less 
than 25 cents in aggregate, but charges for items less 
than 25 cents may be held until they amount to that sum, 
provided said aggregate is rendered within 60 days. No 
bill shall be returned for correction on account of error 
for less than 100 cents in aggregate of bill, but said bill 
shall be passed for payment at once, and the alleged error 
brought to the attention; of the road rendering the same 
within sixty days from date of bill. The receiving road 
shall at once issue a letter of authority for counter bill 
to cover the acknowledged error, said letter to be attached 
to the bill as authority. 

No bills shall be returned for correction on account of 
wrong car numbers, but road rendering bill should be 



OOU STATION WORK AND TELEGRAPHY 

communicated with by letter, and if, after investigation, 
it is found to be a fact that -wrong car number has been 
given, correct number shall be furnished or credit cov- 
ering amount of charge allowed on next month's bill. 

When necessary to return bills for correction, all defect 
cards and repair card stubs should be detached except 
those covering repairs to cars, the charge for which there 
may be some question as to its correctness. 

Rule 99. All companies rendering bill should con- 
solidate all charges against any one company into one 
monthly bill. 

Rule 100. Journal bearings having a lining ^ inch 
thick or thicker, shall be charged as filled journal bear- 
ings, and not as lined journal bearings. 

Rule ioi. In rendering bills for owner's defects, the 
following should be observed: 

No credit for scrap and no charge for labor shall be 
allowed in renewing brake shoes. 

Rule 102. When M. C. B. coupler parts or metal 
brake beams are replaced, good secondhand material may 
be used, but they must be charged at seventy-five per cent 
of the prices when new. The credits for similar parts 
released from service in good condition must also be 
seventy-five per cent of the prices when new. 

Rule 103. Manufactured articles not included in the 
above list must be charged at current market prices, 
without freight charges. 

Rule 104. No percentage to be added to either ma- 
terial or labor. 

Rule 105. Bills for the following work, to make cars 
conform to United States laws and to conform to the 
requirements of Rule 64, must be rendered within 60 



RAILWAY YARDS — HANDLING CARS 551 

days after the work is done, and must state the height 
of the car before and after altering: 

Altering height of one end of one car, net $1.00 

Putting on one handhold or grabiron, net 25 

Rule 106. The table (see unabridged code) shows the 
number of hours which may be charged for labor in doing 
the various items of work enumerated, which includes all 
work necessary to complete each item of repairs, except in 
so far as labor is already included in charges for ma- 
terials : 

Rule 107. No charge to be made for labor of replac- 
ing or applying M. C. B. knuckles, knuckle pins, locking 
pins, clevises, clevis pins, lift chains, brake shoes or brake- 
shoe keys, except on the authority of a defect card. 

Rule 108. When it is necessary to apply an M. C. B. 
coupler complete, on account of a broken or missing 
knuckle, the usual labor charge for replacing a coupler 
can be made. 

Rule 109. No additional labor to be charged for ap- 
plying center pins or friction rollers or for putting car 
on center when center-plate bolts or center plates are 
renewed on same end of car. 

Rule no. No additional labor to be charged for re- 
newing dead block or platform plank if end sill at same 
end is renewed or replaced. 

Rule hi. No additional labor to be charged for 
replacing or renewing coupler when one or both draft 
timbers are replaced or renewed at the same end of car 
at the same time. 

Rule 112. The table (see unabridged code) shows 
the labor charges allowable in cents for the items named 
in air-brake work: The letters "R. & R." mean "re- 
moved and replaced." 



552 STATION WORK AND TELEGRAPHY 

Rule 113. The settlement prices of new eight-wheel 
cars shall be as shown (see unabridged code), with an 
addition of $27.50 for each car equipped with air brakes. 
The road destroying a car with air brakes may elect to 
return the air-brake apparatus, including such attach- 
ments as are usually furnished by the air-brake manufac- 
turer, complete and in good condition. 

Rule i 14. In the case of wooden cars, the depreciation 
due to age shall be estimated at 6 per cent per annum 
upon the yearly depreciated value of the bodies and trucks 
only. In the case of all steel cars and cars with steel 
underframes, the depreciation shall be 5 per cent per 
annum for the bodies of all steel cars ; for bodies of cars 
with steel underframes the depreciation shall be at the 
rate of 6 per cent per annum with the exception of flat 
cars with wooden floors, which shall be 5 per cent per 
annum. The depreciation on the value of trucks of steel 
cars shall be 6 per cent per annum. Allowances for 
depreciation shall in no case exceed 60 per cent of the 
value new. The amount $27.50 for air brakes shall not 
be subject to any depreciation. 

Rule 115. The bodies of refrigerator cars, special 
stock cars, tank cars, except the tanks, and other freight 
cars, designed for special purposes, not referred to above, 
shall be settled for at the present cost price, as may be 
agreed to by the parties in interest, less the deduction 
for depreciation due to age, Which shall be on the same 
basis as for regular freight equipment. 

Rule 116. In rendering bills, cars shall be treated as 
belonging to companies or individuals whose name or 
initials they bear, except in case of Line Cars where the 
equipment list of the general officers of the Line desig- 
nates a party to make settlement. 



RAILWAY YARDS — HANDLING CARS 



553 



Rule 117. 'Switching roads will only be allowed to 
render bills against car owners for the following defects , 
repaired by them: Roof lost on account of decay or 
faulty construction, worn-out brasses, broken truck 
springs, truck transoms, arch bars, draft-timber bolts, 
column bolts, truck hangers, truck transom truss rods, 
truck bolsters, truck bolster truss rods, oil boxes, spring 
planks, truck hanger pins, side bearings and center plates, 
center-plate bolts, center pins, followers, American con- 
tinuous rods or keys, draft springs, couplers, knuckles 
and drawbar pockets and rivets, defective wheels as 
specified in Rules 7 to 18, inclusive, defective axles as 
described in Rules 22 and 23, cars not within the limits 
of standard height for couplers, as per Rule 38, safety 
appliances as prescribed by Rule 39, and g*rain doors and 
all inside or concealed parts of bodies of cars missing or 
damaged under fair usage as prescribed in Rule 37, pro- 
vided the damage has not been caused by derailment or 
rough usage. They will be allowed to render bills direct 
against car owners on all car owners' defects on cars 
received by them from a railroad company, provided they 
procure joint evidence from the delivering road that such 
car owners' defect existed when the car was delivered by 
the railroad company, joint evidence to accompany the 
bill against the car owner. 

Rule 118. A switching road is a corporation doing 
the major part of its business on a switching charge. 

Rule 119. Bills may be rendered against car owners 
for the cost of applying temporary running boards and 
hand rails to make cars safe for trainmen. 

DESTROYED CARS AND THE RETURN OF TRUCKS. 

Rule 120. The company on whose line the bodies or 
trucks are destroyed shall report the fact to the owner 



554 STATION WORK AND TELEGRAPHY 

immediately after their destruction, and shall have its 
option whether to rebuild or settle for the same. 

Rule 121. If the company on whose lines the car 19 
destroyed elects to rebuild either body or trucks, or both, 
the original plan of construction must be followed, and 
the original kind and qualities of materials used. The 
rebuilding must be completed within 60 days from the 
original date of damage or destruction. In such cases no 
allowance shall be made for betterments. 

Rule 122. If only the body of a car is destroyed, 
and the company destroying it elects to return the trucks, 
they shall be put in good order, or accompanied by a 
defect card, covering all defects or improper repairs 
made by them for which owners are not 1 responsible, and 
forwarded, within 60 days, free of freight or other 
charges, to the nearest point on the line of the company 
owning or operating the car, and the number, line and 
class of car destroyed shall be stenciled or painted on 
each truck so returned. 

Rule 123. The company on whose line the body or 
trucks of a car are seriously damaged, but not destroyed, 
may notify the owner and ask an appraisement on the 
damage done to the car as a basis for the disposal of the 
damaged car. 

Rule 124. For the mutual advantage of railway com- 
panies interested, the settlement for a car owned or con- 
trolled by a railway company, when damaged or destroyed 
upon a private track, shall be assumed by the railway 
company delivering the car upon such tracks. 

sending home worn-out and damaged cars. 

Rule 125. A car unsafe to load' on account of general 
worn-out condition, due to age or decay, shall be reported 



RAILWAY YARDS HANDLING CARS 



555 



to its owner, who must be advised of all existing defects-. 
If the owner elects to have it sent home, he shall furnish 
two home cards, noting- upon them existing defects and 
the route over which the car is to be returned to its 
owner. If the route coincides with that over which the 
car passed to the point where it became unserviceable, no 
liability shall be incurred as between the owner and the 
road handling the car, either for freight charges in han- 
dling the car or for car service during this movement. 
Such cards shall be attached to each side of the body 
of the car. They shall be 3^2 by 8 inches, and of the 
form shown below. They shall be printed on both sides, 
and shall be filled in on both sides with ink or black in- 
delible pencil : 



FROM 


R. R. 


TO 


R. R. 


VIA 





Car No Initials . 

To be shopped for 



(Head of Car Department.) 



556 STATION WORK AND TELEGRAPHY 

Rule 126. A car which is safe to run, but unsafe to 
load on account of serious damage caused by wreck or 
accident, shall be reported to the owners for appraise- 
ment and disposition, and disposed of as provided in 
Rule 125, if the owner so elects. 

Rule 127. In case of cars of private ownership sent 
home an account of general worn-out condition due to 
age or decay, such cars shall be entitled to as many miles 
of homeward movement, free of charge to owners, as 
they may have been handled over said line under load, 
and to mileage to be paid to owners by roads handling, 
If the haul necessary to get cars home is in excess of such 
loaded mileage, said excess will be billed against the 
owner at regular freight rates and the owner notified. 

Rule 128. Private line cars sent home to owners on 
account of being wrecked or damaged in accident shall 
be regularly billed home free of charge to owners and 
owners notified, providing such homeward movement 
passes over roads which have 'handled the cars loaded, 
previous to their homeward empty movement ; otherwise 
the damaged cars to travel home empty, free of charges 
and free of mileage according to home route; or, if 
owners prefer to have them billed home via r direct line, 
then charges to accrue to such .line over which cars were 
not entitled to free movement. 

FURNISHING MATERIALS. 

Rule 129. Companies shall promptly furnish to each 
other, upon requisition, and forward free over their own 
road, material for repairs of their cars injured upon 
foreign lines that can not be procured in open market. 
Requisition for such material shall state that it is for 



RAILWAY YARDS HANDLING CARS 



557 



repairs of cars, and shall give the number and lettering 
of such cars and pattern number of castings required 
when possible. 

CONDITIONS OF ACCEPTANCE OF THIS CODE. 

Rule 130. Any car owner or railway company may 
become a party to this Code of Rules by giving notice 
through one of its general officers to the Secretary of the 
Master Car Builders' Association. 

Railroad companies becoming subscribers to this Code 
of Rules must have a representative member in the Mas- 
ter Car Builders' Association. 

Rule 131. Any car owner or railway company that is 
a party to this Code of Rules shall be bound by same 
through its successive revisions, until one of its general 
officers files with the Secretary of the Master Car Build- 
ers' Association its notification of withdrawal. 

Rule 132. Acceptance or rejection of this Code of 
Rules must be as a whole, and no exception to an indi- 
vidual rule or rules shall be valid. 

SETTLEMENT OF DISPUTES. 

Rule 133. In order to settle disputes arising under 
the rules, and to facilitate the revision of the rules at the 
annual conventions of the Association, an Arbitration 
Committee of five representative members shall be ap- 
pointed annually by the Executive Committee ; three mem- 
bers of this committee to constitute a quorum. 

In case of any dispute or question arising under the 
rules between the subscribers to said rules, the same 
may be submitted to this committee through the secretary, 



558 STATION WORK AND TELEGRAPHY 

in abstract, jointly, said abstract setting forth the point 
or points at issue, and each party's interpretation of the 
rules upon which its claim is based, clearly and con- 
cisely, not exceeding three typewritten pages of letter 
size, single space, which shall be signed by both parties 
to the dispute. Should one of the parties refuse or fail 
to furnish the necessary information, the committee shall 
use its judgment as to whether, with the information 
furnished, it can properly give its opinion. The deci- 
sions of the committee shall be final and binding upon the 
parties concerned. This committee shall report its deci- 
sions to the Association, and its report shall be incorpo- 
rated in the annual report of proceedings of the Asso- 
ciation. 

CODE OF RULES 

GOVERNING THE CONDITION OF, AND REPAIRS TO, PAS- 
SENGER EQUIPMENT CARS IN INTERCHANGE. 

1. Each Railway shall give to foreign cars, while on 
its line, the same care and attention that it gives its own 
cars, except in case of cars on which work is done under 
special agreement existing between the company owning 
the cars and the Road operating the same. 

2. The expenses of maintenance of Passenger Equip- 
ment operated in interchange or line service, shall be 
divided into three classes, namely: 

(a) Owner's defects. 

(b) Delivering Company's defects. 

(c) Line expenses proratable against the roads com- 
prising the lines on a mileage basis. 

3. (a) Owner's defects are those due to ordinary 
wear and tear. 



RAILWAY YARDS HANDLING CARS 



559 



(b) Delivering company's defects are those due to 
unfair usage, derailment or accident. Delivering com- 
pany is solely responsible to car owners for any improper 
repairs made by them. 

(c) Line expenses shall consist of the expense of ter- 
minal cleaning, lubrication (oil waste, tallow and labor), 
lighting (oil, wicks, chimneys, burners, shades, gas, can- 
dles and broken glass). 

4. The railway making the repairs for the defects not 
proratable against the line is privileged to bill the car 
owner for these repairs, unless there is evidence to indi- 
cate that the damage was occasioned by unfair handling 
on the part of the delivering company. 

5. Information as to mileage made by cars must be 
furnished promptly on request of owners by railways over 
which cars are run. 

6. (a) Cars shall be thoroughly oiled at terminals, 
(b) No charge to be made for lubrication at inter- 
mediate points. 

7. Only one journal bearing per journal may be 
charged per trip. 

8. No labor charge shall be made for applying brake 
shoes, journal bearings, hose (air, steam or signal) or for 
icing, filling lamps, gassing tanks or coaling cars. 

9. No credit to be allowed for scrap brake shoes re- 
moved. 

Note — Steel back brake shoes not to be removed if 
over one-half (%) inch thick; grey iron shoes not to be 
removed if over three-quarter (J4) inch thick. 

10. Loss of metal from tires of steel-tired wheels, 
caused by flat sliding, is chargeable to the company on 
whose road the damage is inflicted. 



560 STATION WORK AND TELEGRAPHY 

Note — Loss of service metal from steel-tired wheels 
as a result of sliding to be measured from point where 
slide begins. One-sixteenth (1-16) inch of metal to be 
allowed for flat spots under two and one-half (2J/2) 
inches long and one-eighth (}i) inch of metal to be 
allowed for flat spots two and one-half (2^) to three and 
one-half (3^) inches in length, both inclusive. 

11. (a) Axles broken under fair usage or having 
journals one-half (y 2 ) inch or more under the standard 
for car (except for three and three-quarters by seven 
(324 by 7) which will be condemned at three and one- t< 
half (3^2) inches) may be renewed at the expense of 
the car owner. 

(b) Cut journals, axles bent or broken or rendered 
unsafe by unfair usage, derailment or accident, shall be 
renewed at the expense of the railway on whose line 
damage is inflicted. 

(c) Where necessary to true up axles in cases of cut 
journals, where the journal is reduced below the limit 
as prescribed in Rule 11-a, axle must be changed at the 
expense of company cutting journal. 

Charge for car heating to be 10 cents per day per car. 

12. Cars lying at stations for over forty-eight hours, 
expense of heating to be borne by railway in whose pos- 
session cars may be. 

13. (a) Brakes must be in perfect working order. 
Cylinders and triple valves must have been cleaned and 
oiled within six (6) months, and in case of cars equipped 
with high speed brakes, triple and high-speed valves 
must be cleaned every three (3) months and date of last 
cleaning and oiling stenciled on brake cylinder and triple 
ftalve with White paint. 



RAILWAY YARDS HANDLING CARS 



561 



(b) The adjustment of piston travel based on not 
less than seventy (70) pounds initial pressure must not 
be less than five (5) inches nor more than eight (8). 
-inches. 



DEFECTS IN WHEELS— OWNERS RESPONSIBLE. 



14. (a) Loose wheels. 

(b) Variation from gauge if less than 4 feet S J A 
inches inside of wheel at flange, or, if more, than 4 feet 
<>y A inches outside of flange or less than 5 feet 4 inches 
[ outside of tread. 



1 



Wheels are out of gauge If less 

— than 4 feet bVx Inches here — 



/ 



op if more than 
4 feet 6% inches hero 



V 



or fess than 6 feet 4 Inches hero 

Fig. IO. 



11 

i 



WHEELS CAST-IRON. 

15. (a) Shelled out; wheels with defective treads 
on account of pieces shelling out; if the spots are over 
one ( 1 ) inch or so numerous as to endanger the safety of 
the wheel. 

(b) Tread worn hollow; if tread is worn hollow % 
inch or over. 

(c) Worn flanges; flanges having flat vertical sur- 
faces extending more than j4 mcn from tread, or, flanges 
less than i% inches thick. 



562 



STATION WORK AND TELEGRAPHY 



(d) Burst ; if wheel is cracked from wheel fit outward 
by pressure from axle. 

(e) Flange, rim, tread, plate brackets or any other 
part of wheel, either cracked, chipped or broken under 
fair usage. 




Fig. II 




Fig. 12. 



Fig. 13- 



WHEELS STEEL-TIRED. 



16. (a) Loose, broken or cracked hubs, plates, bolts, 
retaining ring or tire, occurring under fair usage. 

(b) Worn flange or tire ; with flange less than I inch 
thick or having flat vertical spot extending more than ^4 
inch from tread, or with tire thinner than shown in Figs. 
II, 12, 13 and 14. 



RAILWAY YARDS HANDLING CARS 



563 



DELIVERING COMPANY RESPONSIBLE. 

17. Flat spots ; if fiats spots, caused by sliding, exceed 
one inch in length. 

18. (a) If a car is transferred from the service of 
one railroad to that of another, the receiving road shall 
issue gas certificate authorizing the delivering road to 
bill against it for the number of atmospheres of gas and 
number of holders at the time car was received. 




'(Name of Road.) 
GAS CERTIFICATE. 



Car Number Initial 

Number of Atmospheres 

Number of Holders 

Size of Holders 

Station, 190. . 

Inspector. 

(b)Cars in interchange requiring holders to be filled, 
the receiving road shall be charged for the quantity of gas 

supplied. 



564 STATION WORK AND TELEGRAPHY 

(c) For cars stored in shops for repairs the company 
having car in its possession shall be responsible to the 
delivering company for the gas in holders. This will 
apply to sleeping-car companies when cars are in their 
possession and out of service. 

19. The depreciation of all passenger equipment cars 
due to age shall be 3 per cent per annum, to continue 
not to exceed 50 per cent of the original value of car body. 
The depreciation of trucks shall be 3 per cent per annum, 
to continue not to exceed 50 per cent of the original value. 
No depreciation shall be allowed on the value of air 
brakes. 

20. This cod'e of rules is understood to apply to all 
equipment interchanged in passenger trains. 

21. Bills for line charges shall be made and rendered 
monthly and prices for materials and labor shall be in 
accordance with accompanying schedule. 



CATECHISM 

OF THE RULES GOVERNING CONDITION AND REPAIRS OF 
FREIGHT CARS FOR THE INTER- 
CHANGE OF TRAFFIC. 

Q. I. What are the Master Car Builders' Rules? 

A. A code of rules governing the condition of and 
repairs to freight cars for the interchange of traffic. 

Q. 2. What is the object of the M. C. B. Rules? 

A. To facilitate the interchange of freight cars, estab- 
lish responsibility for defects, and uniformity of practice 
in inspecting and repairing cars in service and in render- 
ing bills for repairs made. 

Q. 3. What is the underlying idea or principle of 
these rules? 

A. To make owners of cars responsible for and 
chargeable with certain repairs to their cars. 

Q. 4. Under what conditions do they make the own- 
ers responsible for the cost of repairs to their cars ? 

A. When repairs are rendered necessary by ordinary 
wear and tear in fair service. 

0. 5. Has this not always been the rule of the M. 
C. B. code? 

A. No, not to the same extent as at present. Prior 
to September 1, 1896, car owners were not responsible 
for ordinary wear and tear of all parts of cars, especially 
bodies, and this led to vexatious delays and numerous dis- 
putes as to responsibility. 

Q. 6. What has been accomplished by the extension 
of the principle referred to ? 

565 



566 STATION WORK AND TELEGRAPHY 

A. The delivering line (road handling the ear) is 
not now held responsible for defects arising from ordinary 
wear and tear in handling cars, with the exception of 
missing material on cars offered in interchange. 

Q. 7. When is a company, operating the cars of 
another company responsible for defects of such cars? 

A. When the defects are due to unfair usage, derail- 
ment or accident, and further for improper repairs made 
by it to such ears, and for missing material on cars of- 
fered in interchange. 

Q. 8. When a company is thus responsible what 
should it do? 

A. It should either make proper repairs at its own 
expense or issue a defect card covering the defects or 
improper repairs. 

Q. 9. To what does Rule 1 of the M. C. B. code 
relate ? 

A. To the care of foreign cars. 

Q. 10. What is meant by a foreign car? 

A. Any car handled by a railroad in its trains which 
does not belong to that railroad but to another company 
or individual. 

Q. 11. What care should be given to foreign cars by 
the company hauling them ? 

A. The same care in oiling, packing and inspecting 
that it gives to its own cars. 

Q. 12. To what does Rule 2 of the M. C. B. code 
relate ? 

A. To the interchanging of freight cars. 

Q. 13. What is meant by interchanging cars? 

A. Passing them in service from one road to another. 

Q. 14. What cars must be accepted in interchange? 



RAILWAY YARDS HANDLING CARS 567 

A. All cars that are in a safe and serviceable con- 
dition. 

Q. 15. Who is the judge as to the safe and service- 
able condition of cars offered in interchange? 

A. The receiving road in all cases not specifically 
provided for in Rules 3 to 56. 

Q. 16. To what do Rules 3 to 56 of the M. C. B. 
code relate? 

A. To instructions for inspectors, and they are of 
the greatest importance. 

0. 17. To what subjects do these Rules principally 
relate ? 

A. To the use of defect cards, to defects of wheels, 
axles, trucks, brakes and car bodies, and to improper 
repairs and definitions of unfair usage. 

Q. 18. What is a defect card? 

A. A card describing certain defects existing in a 
car at the time of its receipt in interchange. It is 3^ 
inches by 8 inches, and is printed on both sides in red 
ink to distinguish it from Repair Cards which are printed 
in black. 

Q. 19. What is printed on the defect card? 

A. A standard form of words giving information 
Which identifies the date, the car and the owner and 
the existing defects and the insoector who issues the card. 

Q. 20. Who fills out the defect card? 

A. The inspector of the delivering road. 

O. 21. How does he fill it out? 

A. By writing in ink or black indelible pencil, on 
both sides of the card, the number and initials of the car, 
date, and full description of each item for which charges 
are authorized, indicating on which end of the car the 
defects exist. The end of the car upon which the brake 



568 



STATION WORK AND TELEGRAPHY 



staff is located shall be known as "B" end, and the oppo- 
site end shall be known as "A" end. Where there are 
two brake staffs on same car, the end toward which the 
cylinder push rod travels shall be known as "B" end. 

Q. 22. What is done with the card "after it is rilled 
out? 

A. It is fastened with four tacks on the outside face 
of the intermediate sill, between cross-tie timbers on 
wooden cars and on steel cars to cardboard located either 
on cross-tie under car or on inside of side sill at the end 
of car. 

Q. 23. Under what conditions would you, as de- 
livering inspector, issue a defect card? 

A. When the company which I represent is respon- 
sible for the defects for which the card is requested by 
the receiving inspector. 

Q. 24. Under what conditions would you refuse to 
issue a defect card? 

A. If the owner of the car is responsible, under the 
M. C. B. rules, for the defects. 

Q. 25. Is there no exception to this? 

A. Yes ; missing material is excepted, as provided for 
in Rules 2J and 41. 

Q. 26. Are these the only exceptions? 

A. No. Rules 31, 40, 42 and 43 specify other excep- 
tions relating to improper repairs of air brake hose and 
fittings and M. C. B. couplers. 

Q. 2J. Under what conditions, then, are you obliged 
to accept a car which has defects for which the owner 
is not responsible? 

A. I am obliged to accept the car so long as its de- 
fects do not render it unsafe to run, unsafe to trainmen 



RAILWAY YARDS HANDLING CARS 569 

or to any suitable lading, but I can demand that a card 
describing the defects be securely attached to the car. 

Q. 28. What is done in case a defect card is lost or 
is illegible? 

A. A duplicate must be furnished by the road which 
issued the original card. 

Q. 29. What else is treated of in the instructions for 
Inspectors ? 

A. Rules 7 to 20 refer to defects of wheels which 
justify removal. It divides these defects into two classes. 

Q. 30. What are the two classes ? 

A. Defects for which the owner is responsible, and 
defects for which the delivering company is responsible. 

Q. 31. What are the defects of wheels for which 
owners are responsible? 

A. Shelled out 1 , Seams 2 , Worn through chill 3 , Worn 
flange 4 , Thick flange 5 , Hollow tread 8 , Burst wheel 7 , 
Broken flange 8 , Broken or chipped rim 9 , Cracked tread 10 , 
Cracked plate 10 , Cracked brackets 10 , Broken in pieces 
(under fair usage) 10 , and Loose wheels 11 or Wheels out 
of gauge 11 , and Chipped flange 12 . 

(See following notes.) 

1. Shelled out; wheels with defective treads on account of 
pieces shelling out, if the spots are over 2^ inches, or are so num- 
erous as to make the wheel unsafe. 

2. Seams, one inch long or over at a distance of ^ inch or 
less from the throat of the flange, or seams three or more inches 
on any other point of the tread. 

3. Worn through chill; when the worn spot exceeds 2^ 
inches in length. Care must be taken to distinguish the defect 
from flat spots caused by sliding wheels. 

4. Worn flange; wheels under cars less than 80,000 pounds 
capacity, with flanges having flat vertical surfaces extending more 
than 1 inch from tread, or flange 1 inch thick or less. Wheels 
under cars of 80,000 pounds capacity or over with flanges having 



570 STATION WORK AND TELEGRAPHY 

flat vertical surfaces extending more than Ji inch from tread, or 
flange less than 1 1-16 inches thick. (See Figs. 4 and 4a.) 

Worn flange: steel and steel-tired wheels with flanges having 
flat vertical surfaces extending more than one inch from tread, or 
flange one inch thick or less. (See Figs. 4 and 4a.) 

5. Thick flange; flanges over 1 7-16 inches thick. See Fig- 
ure 2. 

6. Tread worn hollow; if the tread is worn sufficiently hollow 
to render the flange or rim liable to breakage. 

7. Burst; if the wheel is cracked from the wheel fit outward, 
by pressure from the axle. 

8. Broken flange; caused by seams, worn through chill, or 
worn flange. Compare Rule 20, Question 32. 

9. Broken or chipped rim; caused by defective casting, if the 
tread, measured from the flange at a point % inch above tread, is 
less than 3j^ inches in width. Compare Rule 20, also see Fig. 5. 

10. Cracked tread; cracked plate, one or more cracked 
brackets, or broken in pieces under fair usage. Compare Rule 
20, Question 32. 

Steel or steel-tired wheels loose, broken or cracked hubs, 
plates, bolts, retaining ring or tire under fair usage. 

11 Wheels loose or out of gauge. Compare Figure 6. 

12. Chipped flange; if the chip is on the outside of the flange 
and is more than 1% inches long and ]/ 2 inch wide, or if it extends 
Y% inch past the center of flange. 

Q. 32. For what defects is the delivering company 
responsible ? 

A. For flat spots caused by sliding, if 2^ inches or 
more in length, and all defects caused by unfair usage, 
derailment or accident, also a number of cases named in 
Rule 20, which reads : Broken flange except as in Rule 
14; chipped flange, if chip is on throat side of flange and 
exceeds 1^2 inches in length and ^2 inch in width, or if it 
extends }4> inch past the center of flange ; broken rim, if 
not caused by defective casting; if the tread measured 
from the flange at a point y% inch above tread is less than 
3^4 inches in width (see Fig. 5), or any breakage caused 
by unfair usage, derailment or accident. " 



RAILWAY YARDS HANDLING CARS 571 

Q- 33- What is the definition of each of the various 
defects you named before, and where can it be found? * 

A. Rules 7 to 20 define these defects in the order 
named and give measurements for determining many of 
them. 

Q. 34. How can you obtain these measurements 
accurately ? 

A. By the use of the M. C. B. wheel defect gauge. 

Q- 35- Where is description of the gauge to be found ? 

A. In the Master Car Builders' Rules governing re- 
pairs. The wheel defect gauge is shown (Fig. 1), and 
the flange thickness gauge (Fig. 2), several different 
applications of the wheel defect gauge are shown. (Figs. 
3, 4, 4a and 5.) (See foregoing rules.) The last four 
cuts illustrate the application of this gauge for determin- 
ing flat and shelled spots, worn flanges and chipped rims, 
and make the method of using it perfectly clear. 

This gauge also embodies the worn coupler limit di- 
mensions. 

Q. 36. How is the proper distance apart of wheels on 
the axle determined? 

A. The diagram in M. C. B. rules shows the proper 
method of gauging. (See Fig. 6.) 

Q. 37. What is the next subject after "Wheels ?" 

A. Defects of axles which justify renewal. Rules 22 
and 23 treat of axle defects for which owners are re- 
sponsible, and Rule 24 of defects for which the deliv- 
ering company is responsible. 

Q. 38. For what defects in axles are owners respon- 
sible ? 

A. For axles broken or 'having seamy journals, fillets 
at the back shoulder worn out, or with collars broken or 



572 STATION WORK AND TELEGRAPHY 

worn to y^ -inch or less under fair usage, or axles worn to 
less than the M. C. B. prescribed limits. 

Q. 39. Upon what are these M. C. B. limits based, 
and what are they? 

A. They are based upon the capacity of the car upon 
the principle that the heavier the load to be carried the 
larger must be the axle to carry it. The prescribed di- 
mensions are given under Rule 23 of the M. C. B. rules. 

Q. 40. What parts of the axle are limited or pre- 
scribed by the M. C. B. rules? 

A. The center, the wheel seat, and the journal. 

Q. 41. How can we tell whether a car is too heavy 
for its axle or not? 

A. All cars interchanged are required to have their 
light weight and capacity or their light weight and maxi- 
mum weight stenciled on them and the table of axle 
dimensions for each capacity or maximum weight of car 
is given in Rule 23. 

Q. 42. For what defects in axles are delivering roads 
responsible ? 

A. For cut journals, axles bent or axles rendered un- 
safe by unfair usage, derailment or accident. 

Q. 43. What is the fourth subject treated of under 
"Instructions for Inspectors." 

A. Rules 25 to 28 relate to defects of trucks which 
justify repairs if owners are responsible, or repairs or 
carding if delivering company is responsible. 

Q. 44. For what defects in trucks are owners re- 
sponsible ? 

A. Defective, missing or worn out parts of trucks 
not elsewhere provided for, which have failed, under 
fair usage, or if any part of the truck frame or attach- 
ments is less than 2^/2 inches above top of rail. 



RAILWAY YARDS HANDLING CARS i>13 



Q. 45. For what defects in tracks is the delivering 
road responsible? 

A. For all missing material, for journal bearings 
which require renewal by reason of change of wheels or 
axles, for which the delivering company is responsible, 
regardless of the previous condition of the bearings, and 
for damages of any kind due to unfair usage, derailment 
or accident. , 

Q. 46. What is the fifth subject treated of in these 
"Instructions ?" 

A. Brake defects which justify repairs. 

Q. 47. For what brake defects are owners respon- 
sible ? 

A. Defective, missing and worn-out parts of brakes 
not elsewhere provided for, which have failed under fair 
! usage except missing material on cars offered in inter- 
change* and cylinders and triple valves when they have 
not been cleaned and oiled within twelve months. 

Q. 48. How can you tell whether the cylinder and 
triple valve have been oiled within twelve months? 

A. The rules require that the date shall be marked 
with white paint on the cylinder when they are cleaned 
and pled. 

Q. 49. What parts of the air brake do the rules 
declare cannot be missing under fair usage? 

A. Missing or torn air-brake hose or missing or broken 
air-brake fittings, angle cocks, cut-out cocks, cylinders 
land reservoirs, triple valves, release valves and pressure- 
retaining valves or parts of any of these items, thus 
i placing the responsibility for these on the delivering 
roads. 



*The idea being to punish the delivering road for not having 
made proper repairs and charging them to the owner. 



574 STATION WORK AND TELEGRAPHY 

Q. 50. For what further brake defects are delivering 
roads responsible? 

A. For wooden brake beams on cars intended to be 
equipped with metal brake beams and so stenciled (see 
Rule 43, under "Bodies") ; and for damage to any part 
of the brake apparatus caused by unfair usage, derailment 
or accident, also missing material on cars offered in in- 
terchange. 

Q. 51. If a car should be equipped with air signal 
pipes or air brake pipes, but not with air brakes, at whose 
risk would the hose and couplings be ? 

A. At the owner's risk unless the car is stenciled as 
being so equipped, in which case the answer to Question 
52 applies. 

Q. 52. What is the rule in regard to the use of M. 
C. B. standard air brake hose ? 

A. If cars are not so equipped subsequent to March 
I, 1908, the car owner is responsible except on cars of- 
fered in interchange in which case the delivering road 
is responsible. 

Q- 53- When was it necessary to have all cars 
equipped with air brakes ? 

A. On and after September 1, 1907, all cars offered 
in interchange had to be equipped with air brakes. 

Q. 54. What is the sixth subject treated of in "In- 
structions for. Inspectors?" 

A. 'Car bodies and the defects of same which justify 
repairs or carding. 

Q. 55. For what defects to the body of a car are its 
owners responsible? 

A. Locks, side doors, end doors, roof doors, grain 
doors, and all inside or concealed parts of cars missing 
or damaged under fair usage, and failure or loss, under 



RAILWAY YARDS HANDLING CARS 575 

fair usage, of any part of the body of the car except in 
the cases named in Rule 87 (where only the labor oi 
repairing is charged), and Rule 41. Further, couplers 
not within the limits of height (see Question 56 and 
answer thereto), steps, ladders, handholds or running 
boards in bad order or insecurely fastened, or absence of 
grab-irons or handholds as required by law. 

O. 56. What does the limit of height of couplers 
mean ? 

A. That the distance from the top of the rail to the 
center line of the coupler shank must not be less than 
31^ inches nor more than 34^ inches, for a standard 
gauge car. 

Q. 57. Of what material are handholds or grab- 

j irons to be made, and' how secured to car ? 

A. They must be made of steel or wrought iron and 

'securely fastened with lag screws or bolts. 

Q. 58. For what defects in the body of a car is the 

I delivering road responsible? 

A. For damage of any kind caused by unfair usage, 
derailment, or accident. Further, for all missing material 
on cars offered in interchange (except the locks, grain 

* doors and interior or concealed parts already shown to 
be chargeable to owners),* M. C. B. couplers not equipped 
with steel or wrought iron knuckles. Wooden instead of 
metal brake beams, if car is stenciled for the latter. Fur- 
ther, for M. C. B. couplers, attached by tail pin on cars 

I intended to have pocket attachments and so stenciled, and 

^for uncoupling attachments (release rig) of M. C. B. 

{couplers, if inoperative when offered in interchange; they 
must be made operative before moving from interchange 

! points. 



*See answer to Question 55. 



576 STATION WORK AND TELEGRAPHY 

Q. 59. For what defects is the company making the 
repairs responsible ? 

A. A company is responsible to the owners for im- 
proper repairs. 

Q. 60. Are there any exceptions to this rule ? 

A. Yes ; the cases provided for in Rules 33, 42, 43, 
44 and 45, which treat respectively of M. C. B. couplers 
not equipped with steel or wrought iron knuckles ; wooden 
in place of metal brake beams ; cars having wrong tail 
end attachments and for M. C. B. couplers with inoper- 
ative release rigging. 

Q. 61. When a company is obliged to make im- 
proper repairs, what must it do to call attention to such 
repairs ? 

A. It must attach an M. C. B. defect card to the 
car stating the wrong material used. 

Q. 62. What is meant by the expressions "unfai 
usage" or "rough usage/' which have occurred in some 
of the foregoing questions and answers ? 

A. Such usage of a car as gives rise to damage other 
than that due to the ordinary and careful handling of 
the car ; usually careless handling and rough shifting. 

Q. 63. How can the question be decided as to what 
is fair and what is unfair usage? 

A. The M. C. B. rules give a number of combinations 
of injuries to a car which in practice are held to show that 
the car must have received unfair usage. They are fully 
described in Rules 48 to 56 inclusive. The following 
graphic table shows at a glance what combinations of 
injuries constitute unfair usage under the rules. 

Q. 64. What instructions come next in the M. C. B. 
code ? 



ir 



RAILWAY YARDS — HANDLING CARS 



577 



A. Rules 57 to 79 contain instructions to repair men, 
showing them what repairs to make and what material to 
use. They are very important rules, and should be care- 
fully studied. 

Q. 65. To what does Rule 57 relate? 

A. It defines the defects of cars which should be re- 
paired. 



UNFAIR USAGE OF CARS. 



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578 STATION WORK AND TELEGRAPHY 






Q. 66. What is the nature of these defects? 

A. Any defect in a car which makes it unsafe to run, 
unsafe for trainmen, or unsafe to any suitable lading. 

Q. 67. In making repairs to foreign cars what gen- 
eral principles should be observed ? 

A. The repairs should be promptly made to prevent 
unnecessary detention to the cars ; the repairs should also 
conform in detail to the original construction of the car 
and should be made with the same quality of material 
as originally used, except as provided for in Rules 59 
and 60. Malleable iron, M. C. B. standards, may be sub- 
stituted for gray iron, M. C. B. standards, but the net 
cost to car owner in such cases must be no greater than 
if the original kind and weight of material had been ap- 
plied. Gray iron, M. C. B. standards, may be substituted 
in place of malleable, M. C. B. standards, but in such 
cases the debits and credits must be for what is actually 
applied and removed. Repair cards and stubs must state 
kind of material applied and removed. 

Q. 68. Suppose it is not possible to procure the 
same material as originally used, what can be done? 

A. The rules provide for certain exceptions which are 
likely to occur. 

Q. 69. What are some of these exceptions? 

A. M. C. B. standards may be used when of dimen- 
sions that do not impair the strength of the car, in lieu of 
the parts forming its original construction. When using 
materials for repairs to foreign cars for which the Master 
Car Builders' Association has adopted specifications as a 
standard, the materials must comply with the require- 
ments of these specifications. 

In making repairs for which owners are responsible, 
wheels other than 33-inch may be replaced with 33-inch 



RAILWAY YARDS HANDLING CARS 579 

wheels, if practicable. If changes are necessary in order 
to bring the car to the proper height, the cost of so doing 
shall also be chargeable to the owner. 

Couplers other than M. C. B. Standard, may be re- 
placed with M. C. B. couplers in which case the expense 
may be charged to the owners. 

Couplers that exceed the distance of 5^ inches between 
point of knuckle and guard arm measured perpendicularly 
to guard arm must 'be repaired. (See cut shown in 
Rule 61.) 

M. C. B. couplers of a different make may be applied, 
but when this is done, and the release rigging already on 
the car is inoperative for the M. C. B. coupler applied, the 
release rigging must be made operative at the expense of 
the company applying the coupler. 

O. 70. Is it ever allowable to use second-hand ma- 
terials in such repairs? 

A. Yes, when they are good and serviceable, second- 
hand M. C. B. couplers, knuckles and metal brake beams 
and wheels and axles may be used, but if the repairs are 
chargeable to the owner the repair card and stub must 
plainly state whether the material is new or second-hand. 

Q. 71. When the repair man finds a car of wrong 
height for couplers, what can he do? 

A. He may adjust the height to the standard and 
charge the expense to the owners. 

Q. 72. What is the standard height? 

A. 34^ inches when the car is empty, or 31 j£ inches 
when loaded. 

Q. 73. How is that height measured? 

A. From the top of the rails to the center of the 
coupler shank. 



580 STATION WORK AND TELEGRAPHY 

Q. 74. Must the adjustment be exactly to these 
heights, or is any variation allowed ? 

A. The adjustment should be as exact as possible, but 
a total variation of Y /\ inch is allowed by the rules.* In 
case of adjusting a loaded car, it should be adjusted as 
nearly as possible to such a height, as will bring it to 34^4 
inches when unloaded. 

Q. 75. May draft timbers be spliced? 

A. No ; draft timbers should never be spliced. 

Q. 76. May sills be spliced or must they be renewed ? 

A. All longitudinal sills may be spliced once. 

Q. yy. How are the splices to be made ? 

A. Longitudinal sills, other than center sills, when less 
than 12 inches in depth, the plan shown in Fig. 8 (see 
code) is to be followed; when the sills are 12 inches or 
more in depth the plan shown in Fig. 9 (see code) is to be 
followed. 

Q. 78. Where may the splice be located? 

A. On either side of the body bolster, but the nearest 
point of the splice must not be within 12 inches of the 
bolster. 

Q. 79. How are center sills to be spliced ? 

A. When center sills are spliced the plan shown in 
Fig. ga (see code) is to be followed. 

Q. 80. Where must the splice in center sills be lo- 
cated ? 



*Cars should, as far as possible, be adjusted in height when 
empty; and, in order to justify a bill for this work under the 
Rules of Interchange, an empty car measuring 31 finches, or less, 
should be adjusted to 34^ inches, or within % inch thereof; and 
when it is necessary to alter a loaded car it should be adjusted to 
33^ inches, or within % inch thereof, or as nearly as possible 
to such height as will bring it to 34^ inches when the car is 
unloaded. 



RAILWAY YARDS HANDLING CARS 581 

A. Between the body bolster and cross-tie timbers and 
not within 30 inches of either. 

O. 81. May any number of splices be used? 

A. No; it is not allowed to splice two adjacent sills 
at the same end of the car, nor to splice any sill between 
cross-tie timbers. 

O. 82. How are^steel sills to be spliced? 

A. Steel sills may be spliced as shown below in Figs. 
A, B and C. (See Rule 65, code.) 

Q. 83. What should the repair man take especial 
note of in regard to wheels ? 

A. Wheels on the same axle must be of the same 
circumference. New wheels must not be mated with 
second-hand wheels. Prick -punching of the wheel seat 
is not allowed, nor shimming the axle to make the 
wheel fit. 

Q. 84. How much may be turned off from a foreign 
axle to fit a wheel to it? 

A. On the wheel seat not more than 1-16 inch may be 
turned off to fit the wheel, and they must never be re- 
duced below the figures given in Rule 23, which range 
from 6?4 inches for a 100,000-pound car, to 4*4 inches 
for a 30,000-pound car, for the wheel seat. 

Q. 85. Who is responsible for repairs made with 
wrong material? 

A. The company repairing foreign cars with wrong 
material and not in compliance with Rules 57 to 71, is 
liable to the owners of the car for the cost of changing 
the car back to the original standard or to the require- 
ments of this rule. 

Q. 86. Is there any exception to this rule of re- 
sponsibility ? 

A. .Yes; one. If the car is not stenciled with its ca- 



582 STATION WORK AND TELEGRAPHY 

pacity, and the company making the repairs applies an 
axle smaller than the one designated in Rule 23, for the 
capacity of the car, it cannot be held responsible for im- 
proper repairs. 

Q. 87. What is the rule about replacing air-brake 
hose ? 

A. In replacing air-brake hose on foreign cars, for 
which bills are made, new hose must be used. Air-brake 
hose applied to foreign cars shall be considered wrong 
repairs unless they are made in accordance with the M. 
C. B. specifications and are so labeled. 

Q. 88. If a railroad company finds a foreign car 
on its line with wrong weight stenciled on it, should the 
car be reweighed? 

A. If the weight of a car is found to vary more than 
500 pounds from the light weight stenciled on the car 
a railroad company having the car in its possession may 
weigh and restencil the car, making a charge for each 
car weighed and so reported. The railroad company 
making the bill shall notify the owner, giving the date 
and point at which the reweighing was done. 

O. 89. Are there any other occasions when foreign 
cars should be weighed? 

A. Yes. 'Cars undergoing extraordinary repairs, such 
as sills, resheathing, roofing, etc., must be reweighed and 
restenciled by the company having the car in its pos- 
session, at its own expense, and the owner notified. 

Q. 90. What is the rule in regard to applying second- 
hand axles? 

A. When second-hand axles are applied under con- 
ditions which make them chargeable to the owners, the 
diameters of the wheel seats and center must not be less 
than, and the diameter of the journal must be J /s inch 



RAILWAY YARDS HANDLING CARS £83 

greater than the limiting diameters given in Rule 23. If 
cars are marked with the word "Capacity," the first set 
of limits must be followed. If cars are marked "Maxi- 
mum Weight," the second set of limits must be followed. 

Q. 91. How are switch chains handled at inter- 
change points ? 

A. When two or more cars chained' together, or any 
cars which require switch chains to handle them, are de- 
livered at an interchange point, the receiving road shall 
deliver to the delivering road at the time, an equivalent 
number of switch chains of the same size as. the chains so 
used on the cars delivered, or. in lieu thereof, furnish a 
defect card for such chains. 

Q. 92. What is a repair card? 

A. It is a card 3^ inches by 8 inches, with duplicate 
stubs 3^2 by 4 inches, printed on both sides in black ink. 
(See diagram, Rule yj, code.) 

O. 93. Are these the same cards as those described 
in Rule 3? 

A. No; they are entirely different and for a different 
purpose. The card described in Rule 3 is called an M. 
C. B. Defect Card, and the one we are now speaking of 
is called an M. C. B. Repair Card. 

O. 94. How are these cards used? 

A. When repairs of any kind are made to foreign 
cars, a repair card is securely attached to the outside face 
of intermediate sill between cross-tie timbers on wooden 
cars and on steel cars to cardboard located either on 
cross-tie under car or on inside of side sill at the end of 
car. 

Q. 95. How must the card be filled? 

A. In ink or black indelible pencil. 

Q. 96. What must this repair card show? 



584 STATION WORK AND TELEGRAPHY 

A. It must fully specify all of the repairs which have 
been made, and the reason for making them, and 
must give the date and place of making the repairs and 
the name of the road making them, also show location 
of parts repaired or renewed. The end of car on which 
brake staff is located shall be known as "B" end, and the 
opposite end as "A" end. Where there are two brake 
staffs on the car, the end toward which the cylinder push 
rod travels shall be known as "B" end. 

Q. 97. What is the purpose of the repair card? 

A. To show where the repairs were made so that re- 
sponsibility for improper repairs, if any, can be placed. 

Q. 98. If the car owners find repairs improperly 
made what is done? 

A. They make claim on authority of joint evidence 
against the road which made the wrong repairs. 

O. 99. What is "joint evidence"? 

A. The evidence of a joint inspector or the joint evi- 
dence of two persons, one representing the owner of a 
car, and the other representing the delivering road, that 
the repairs are not proper, shall be final. A joint evi- 
dence card shall be used for this purpose. The end of 
the car on which the brake staff is located shall be known 
as "B" end, and the opposite end as "A" end. Where 
there are two brake staffs on the car, the end toward 
which the cylinder push rod travels shall be known as 
"B" end. This card shall be of the form shown in code 
Rule 85. 

Q. 100. If the repair card goes away with the car, 
what record has the repair man ? 

A. The repair card is provided with duplicate stubs, 
which must be filled out with an entry duplicating all 
the information on the card. 



RAILWAY YARDS HANDLING CARS 585 

Q. ioi. What is finally done with these stubs? 

A. One stub is kept by the company issuing the card, 
as a permanent record, and the other is forwarded with 
the bill for repairs, and is used as a check on the charges. 

Q. 102. If no bill is to be rendered, what is done 
with the stub? 

A. In this case it must be forwarded to the owner 
on or before the 20th day of each month and the words 
"no bill" written across the face. When no bill is to be 
rendered the words "no bill" must be written across the 
face of the repair card when it is attached to the car. 

Q. 103. What special information must be shown on 
repair cards and stubs? 

A. The cards and stubs may state whether solid or 
filled journal bearings are applied or removed, also length 
of bearing. In the case of couplers applied and removed, 
they shall state the make and kind of material in couplers 
and the size of shank. In the case of knuckles, they must 
state whethei" open or closed knuckles are removed and 
applied. In the case of brake shoes removed and applied, 
they shall state the kind of shoe. 

Q. 104. If a road makes only part of the repairs 
which are covered by a defect card, what should be done ? 

A. Any road making partial repairs of defects on a 
car which are covered by defect cards, will have the 
defects repaired, crossed off the original card with ink 
or indelible pencil and card placed back on car. A copy 
of the card accompanying the bill with the defects which 
were not repaired crossed off will be sufficient authority 
to bill. 

Q. 105. What is done in case a repair card is lost or 
is illegible? 

A. A duplicate must be furnished. 



5S6 STATION WORK AND TELEGRAPHY 

Q. 107. What is covered by Rule 85? 

A. Joint evidence of wrong repairs which is referred 
to in Question 99. 

O. 108. To what does Rule 117 refer? 

A. To switching roads. 

O. 109. What is a switching road? 

A. A corporation doing the major part of its business 
on a switching charge, and therefore should be held 
responsible for all damages to cars handled by it, with 
certain exceptions. 

O. no. What are these exceptions? 

A. Switching roads, according to Rule 115, may render 
bills against car owners for the following defects repaired 
by them: Roof lost on account of decay or faulty con- 
struction, worn out brasses, broken truck springs, truck 
transoms, arch bars, draft timber bolts, column bolts, 
truck hangers, truck transom truss rods, truck bolsters, 
truck bolster truss rods, oil boxes, spring planks, truck 
hanger pins, side bearings and center plates, center plate 
bolts, center pins, followers, American continuous rods, 
or keys, draft springs, couplers, knuckles and drawbar 
pockets and rivets, defective wheels as specified in Rules 7 
to 18, inclusive, defective axles as described in Rules 22 
and 23, cars not within the limits of standard height for 
couplers, as per Rule 38, safety appliances as prescribed 
by Rule 39, and grain doors and all inside or concealed 
parts of bodies of cars missing or damaged under fair 
usage as prescribed in Rule 37, provided the damage has 
not been caused by derailment or rough usage. 

Q. in. What should be done if a car is offered by 
a switching road with new defects of any kind, except 
those named in Rule 117. 



RAILWAY YARDS HANDLING CARS 587 

A. A defect card should be demanded from the switch- 
ing road to cover such defects. 

Q. 112. Are switching roads allowed to render bills 
against owners direct for repairs of any other defects 
than those named in Rule 117? 

A. Yes ; but only when the switching road procures 
joint evidence from the delivering road that such de- 
fects existed when the car was delivered to the switching 
road. 

Q. 113. What is the subject of Rule 125? 

A. Rule 125 gives instructions for sending 'home worn 
out and damaged cars. 

Q. 114. What are the instructions? 

A. A car unsafe to load on account of general worn 
out condition, due to age or decay, shall be reported to 
its owner who must be advised of all existing defects. 

Q. 115. Then what is done? 

A. If the owner wishes the car sent home, two home 
route cards are furnished, 3^ by 8 inches, of the form 
shown in code, Rule 125, which shall be filled out on 
both sides with ink or indelible pencil and attached to each 
side of the car. 

9. What do the remaining rules cover ? 

A. Instruction for billing, scale of prices, settlement' 
for cars destroyed, a code of rules for the interchange 
of short passenger cars, and a list of railroads which have 
adopted the code. 

Note: Station Agents, Car Inspectors or others having use 
for charts showing parts of cars, and other useful information 
may obtain the same free by addressing, The McConway & 
Torley Co., Pittsburg, Pa., the original publishers of the fore- 
going catechism. 



TRAIN DISPATCHING BY TELEPHONE. 




Train Dispatcher's Desk, Showing Selective Signaling Devices and 
Telephone Sets. 



When the use of the telephone for handling trains shall 
have become universal a new era in railway history will 
have begun. 

The telegraph was a long stride in the right direction. 
But, to quote the language of a prominent railway of- 
ficial: "Since what can be done with the telephone has 

588 



STATION WORK AND TELEGRAPHY 589 

been fully demonstrated, I marvel that we placed such 
implicit faith in the telegraph for so long a time/' 

Not only does the telephone render possible the faster, 
surer and safer handling of trains; but it provides direct 
communication between the dispatcher and his train or 
enginemen without any go-between. It also makes pro- 
visions for the handling, by experts, of such track block- 
ades as may occur, much more rapidly, and with a world 
more of satisfaction, than can be had with the telegraph. 

It has been readily conceded by everyone that the tele- 
phone system using ordinary bells and a system of code 
ringing is out of the question on a line carrying from 
fifteen to fifty stations. The continuous ringing of bells 
would be a serious obstacle to the proper reception of 
signals and would render careless the operators -in charge 
with the result that it would be as difficult to "raise" op- 
erators by the telephone as it has been found to be by 
telegraph. The use of selective signalling overcomes this 
difficulty entirely and by the use of a loud ringing bell at 
the way station secures immediate attention of the op- 
erator in charge, if he be within hearing distance, which 
may be two or three hundred feet from the office. So 
great an advantage has this proven to be that not only 
have the calls been reduced to a minimum, but the general 
efficiency of the service has been materially increased. 

There are a number of systems of selective signalling 
which work satisfactorily for a few stations and there are 
several systems which have been designed for a consid- 
erable number of stations and work to some degree of sat- 
isfaction when the line conditions are perfect. The prin- 
cipal defect with these systems is the method of signalling 
which in most cases is a "step-by-step" method, which is 
not only slow but uncertain. In stormy weather the 



590 



TELEPHONES IN RAILROAD WORK 




b5 
E 



STATION WORK AND TELEGRAPHY 591 

electrical discharges break up the chain of signals and 
consequently it is extremely difficult to reach the desired 
station. The dispatcher must find an interval of time 
between lightning flashes sufficiently long for him to op- 
erate his "step-by-step" signals, and on a line of consid- 
erable length this is no easy matter, as it requires but a 
very small discharge to place an additional "step" in the 
signal and as a result the wrong party is called. 

With the system which has been adopted by the Burl- 
ington Railroad the dispatcher can call any or all stations 
with a single operation, while with other systems it is 
necessary for the dispatcher to go through as many op- 
erations as there are stations to be called. 

The system of selective signalling is of the synchronous 
type and uses for its synchronous mechanisms standard 
lever escapement clock movements. On the dispatcher's 
selector is a dial having fifty-six contact points, each of 
which may represent a way station, while in a twenty- 
eight station system the points diametrically opposite are 
wired in parallel. A brush is arranged to pass over these 
points on the dial, completing a circuit in series with each 
station key that has been operated, thus causing current 
to flow out on the line during the interval of time in 
which the brush is passing over such points. (Fig. 15.) 

The selector keys are arranged in a row in front of the 
dispatcher, one key being required for each station. Be- 
low this row of keys are two other keys, one for start- 
ing the clock movements and one for releasing any se-' 
lector key. This last mentioned key is for the con- 
venience of the dispatcher in releasing any selector key 
he has operated by mistake and is used only for this pur- 
pose, as all keys are automatically released after the 
party has been called. The arrangement of the keys is 
shown in the accompanying illustration. (Fig. 14.) 



592 



TELEPHONES IN RAILROAD WORK 






' ^. /" . 



ba 



STATION WORK AND TELEGRAPHY 



593 



The clock mechanism at each way station is equipped 
with a small commutator having two contacts located 
diametrically opposite for the twenty-eight station system, 
while one contact only is required for the fifty-six station 
system. This commutator revolves as the second hand of 




Fig. 1 6. 

a clock and as it brings the contact point under the brush 
a circuit is completed through a relay, provided the dis- 
patcher has operated the key associated with this par- 
ticular station. This relay is so wired that when once 
energized it remains in the operated position until re- 
leased by the station agent in charge. The operation of 



594 



TELEPHONES IN RAILROAD WORK 







STATION WORK AND TELEGRAPHY 



595 



the relay completes the bell circuit, which is entirely in- 
dependent of the line. The bell used in this circuit is of 
the vibrating type, is provided with a four-inch gong 
and has sufficient power to be heard for a long distance. 
(Fig. 18.) 




Fig. 18. 

Example. — The dispatcher desires to speak with the 
agent at way station No. 71. He first operates key No. 
7 and then presses the starting key which releases all 
the clock movements in the system, and as the brush 
passes over contact No. 7 on the dial at the dispatcher's 
office, the selector at station No. 7 has caused its com- 
mutator to revolve so that the contact point has come 
under the brush ; thus the two selectors together complete 
the necessary circuits at the same instant and conse- 



596 TELEPHONES IN RAILROAD WORK 

quently the relay is operated, cutting the bell into circuit. 
This will continue to ring until the attendant answers. 
Should the dispatcher want a group or even all the sta- 
tion agents on the line at one time he operates such sta- 
tion keys as he desires, presses the starting button and 
each bell starts to ring in turn as the selector brush passes 
over the different contact points on the dial. 

dispatcher's office equipment. 

The equipment for the dispatcher's station consists of 
(Fig. 19) telephone talking apparatus, together with the 
necessary apparatus for signalling the various stations 
along the line. The selector equipment, which" consists 
of the master selector, the selector keys, starting key and 
the releasing key, magnet and relay are all contained in 
a neat oak cabinet, which can be placed on the dispatch- 
er's table. (Figs 14 and 15.) 

The selector keys are arranged in a row across the 
front of the box and above each key is placed a small 
holder in which designation cards with the name of the 
associated station or any other information can be in- 
serted. 

Fig. 15 is a view of the cabinet with the hinged front 
opened, the top and front strip above the keys removed 
to expose the working parts. This view gives a good 
idea of the equipment arrangement. 

The dispatcher is provided with a breast plate trans- 
mitter and head band receiver (Fig. 19), so as to permit 
the free use of his hands for writing, operating the se- 
lector or any other work he may have. He is expected to 
have his receiver on !ls head at all times, when on duty. 
A transmitter cut-out key is provided, inclosed in a suit- 



STATION WORK AND TELEGRAPHY 



597 



able box for mounting in a convenient location on the 
dispatcher's desk. (Fig. 20.) This key is for the use 




'^\ 



Fig. 19. 

of the dispatcher in cutting out his transmitter circuit 
while receiving, thus eliminating any noises that his trans- 
mitter might pick up. 



598 



TELEPHONES IN RAILROAD WORK 



If for any reason the dispatcher takes his receiver from 
his head he can be signalled, as a hand generator is fur- 
nished at each sub-station and a bell is bridged across 
the two line wires at the dispatcher's desk. In Fig. 21 
this bell is shown. 




Fig. 20. 




The battery equipment necessary at the dispatcher's of- 
fice consists of 3 sets of cells : The talking battery con- 
sisting of five Edison cells (3.5 volts), the battery for 



STATION WORK AND TELEGRAPHY 



599 



operating the various relays and magnets comprised of 
ten Edison cells (7 volts), and the battery for signalling 
the sub-stations consisting of a sufficient number of dry 
cells to produce from 100 to 200 volts, depending on the 
length of the line and the number of stations. 

The line in entering the office should pass through fuses 
and carbon lightning arrester so as to protect the station 
equipment. 




Fig. 22. 



SUB-STATION EQUIPMENT. 

The equipment required at the different sub-stations is 
even less complicated than that required at the dis- 
patcher's station. The apparatus for receiving the sig- 
nals from the dispatcher's office consisting of the selector, 
relays, bell, retardation coils, condenser and dry battery, 



600 TELEPHONES IN RAILROAD WORK 

are mounted in a substantial box. (See Figs. 16 and 17.) 
This box is so arranged as to be locked to prevent anyone 
from tampering with the signalling equipment. It may- 
be installed under the desk or any out of the way place. 

The sub-station selector is contained in a small wooden 
box with screw terminals on the outside for connecting 
with the rest of the apparatus. 

Four dry cells are used to operate the bell, bell relay 
and selector starting magnet. 

The telephone equipment consists of an oak desk set 
box, containing the hand generator, induction coil and 
condenser (Fig. 22), and the "Flexiphone," consisting of 
a transmitter, head receiver, hookswitch and an adjusta- 
ble arm. (See Fig. 23.) The desk set box should be 
mounted in a convenient place on the end of the desk or 
a nearby wall so that the station agent can readily reach 
the generator crank for signalling the dispatcher if occa- 
sion requires. 

The Flexiphone can be mounted on the end or the top 
of desk or on the wall, as is most convenient. The arm 
permits its being put in any desired position, either hori- 
zontal or vertical, and it remains in the position last 
placed without being held. With the use of the head re- 
ceiver this type of telephone permits of the free use of 
both bands, which is of advantage in taking train orders 
or doing other work while carrying on a conversation. 
If the standard type of desk telephone is desired the same 
will be furnished. 

For the use of the trainmen there is a telephone which 
can be installed in a waiting room. This set is placed 
in a strong L'jx locked to prevent any but authorized 
persons from using the same. When a trainman desires 
to get train orders he opens the box which automatically 



STATION WORK AND TELEGRAPHY 



601 



connects the 'phone to the line and then speaks to the 
dispatcher. This telephone is of especial advantage at 
stations which are closed for a portion of each day, as it 
enables the dispatcher to make meeting points for trains. 




Fig. 23. 

The foregoing is a description in general terms, of trn 
system of telephonic train dispatching as installed upon 



602 



TELEPHONES IN RAILROAD WORK 



the Burlington. The following comparative detailed de- 
scription of the operation of two styles of selective 
alarms, one on the Burlington, as already described, the 
other on the New York Central, as well as details of the 
various uses a railway may make of the telephone for 
expediting its business, will doubtless prove instructive. 

In describing the tests on the New York Central, the 
writer* states that after several months' use on a busy 
main line division, it was never necessary to have re- 
course to the telegraph, not even when there was trouble 
on the telephone, circuit. He further says : 

'The line used is a metallic circuit of 210-lb. copper 
wire and connection is established with sixteen stations 
along the section. Special signalling devices are used on 
this circuit, which enable the dispatcher, located at Al- 
bany, to call any one station without calling the others, 
or while talking to one station he may call another with- 
out interfering with the conversation. These selectors 
are operated by a relay of low impedance connected in 
series with the line, and are arranged to close a local 
bell circuit when operated by a combination of electrical 
impulses sent out over the circuit by the dispatcher. The 
dispatcher is furnished with a set of automatic calling 
keys, one for each station on the line, so arranged that 
the proper combination of impulses will be sent out over 
the line to operate the various selectors. 

"The selecting current, supplied by a grounded battery 
located at the dispatcher's office, is applied to the neutral 
point of a bridged impedance coil, and the current is 
completed to ground at the distance end of the line 
through another impedance coil similarly connected. In 

Extracts from a copyrighted paper by W. E. Harkness. ^ead 
before the New York Telephone Society 



STATION WORK AND TELEGRAPHY 603 

this way stations can be called' while a conversation is be- 
ing held on the line without interference from the signal- 
ing current impulses. 

"Further, as has been demonstrated in practice, the 
stations on one side of the circuit may be signaled in case 
one side of the line should open, and conversation can 
even be carried on with the stations with the line in this 
condition. 

"This illustrates one of the great advantages of the tele- 
phone over the telegraph — namely, that even though the 
line may be in trouble, conversation can be carried on 
over a line which, if used for telegraph, would be entirely 
out of service. 

"The selection of any station is done in about eight 
seconds, and the local bell circuit closed by the selector re- 
mains closed until the operator answers the call by clos- 
ing a key. The arrangements are such that the dispatcher 
receives an automatic answer-back signal from the sta- 
tion called. This signal is given by the bell at the station, 
so that if the answer back is received by the dispatcher 
there can be no question as to the ringing of the bell 
at the station. 

"The dispatcher is equipped with a chest transmitter 
and a head telephone. * The transmitter circuit is nor- 
mally open, and his receiver is bridged across the line 
at all times. In this way he can be reached simultane- 
ously by any operator coming in on the line. A key for 
closing the transmitter circuit is provided and also one 
to connect a howler signaling circuit to the line, this lat- 
ter being used when stations fails to disconnect their sets 
from the line after finishing their conversation. 

"The stations are equipped with special telephone sets, 
consisting of a special desk arm, to which is secured a 



604 



TELEPHONES IN RAILROAD WORK 




_ « 





a 
o 
xi 

p. 



o3 

bn 



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fa lU fa 







3 a 

& Hi 



o 

CQ 
P £ 


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ft 
S-i 

O 



o 
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STATION WORK AND TELEGRAPHY 605 

special hand set, somewhat similar to the one used by 
telephone linemen, together with the usual induction coil 
and batteries. A key for closing the transmitter circuit 
is also provided. The special equipment was necessary, 
owing to the fact that the operators in the stations were 
obliged to attend to the switches and signals^ and, to 
do this properly, should not be obliged to have to bother 
with a head telephone; further, by having the relative 
positions of the transmitter and receiver fixed, it was 
believed that better transmission would be obtained, as 
the operator is obliged to hold his ear to the receiver to 
receive his orders, and when in this position be has the 
transmitter directly in front of him. In issuing orders 
over this circuit the general rules governing the move- 
ment of trains previously given are followed. 




Automatic Answer-Back for Telegraph Station. 

Fig. 24. 

"The dispatcher calls the various stations desired by 
operating the automatic keys, and as each man answers 
his call he is told to prepare to take an order. The order 
is then given by the dispatcher, word by word, and writ- 
ten out by the operators. The dispatcher writes the 
order, word for word, as he issues it to the operators, 
and in this way prevents too rapid dictation and ensures 



606 



TELEPHONES IN RAILROAD WORK 



CSX* 




TT 



ttlLUUKNVUl 







a 
o 

A 



.a 
S 
a 



STATION WORK AND TELEGRAPHY 607 

the accuracy of his own record. It is then repeated back 
by each operator, and as each word is repeated back the 
dispatcher underscores it in his book. The underscoring 
is done each time the order is repeated by the different 
operators, so that if the order is issued to three operators 
and properly repeated by them each word in the dispatch- 
er's book will be underscored three times. 

"It may be well at this point to state that the check 
on telegraphic train orders is usually done by an operator 
other than the dispatcher, who copies all the orders as 
given by the dispatcher and repeated by each operator. 

"The New York Central equipment has been subject 
to careful observation by the operating officials of the 
road, and it has been found that the trains on the division 
operated by telephone have been handled with safety, 
and, in addition, with greater speed than when operated 
by telegraph. In fact, it has been found that the dis- 
patcher operating this circuit is busy about 55 per cent, 
of his time, while the other dispatchers handling the 
same trains on the remaining sections of the same divi- 
sion are kept busy all of the time. This, however, is not 
the greatest advantage of the system. It has been found 
that the dispatchers and operators are in closer touch 
witli each other on the telephone circuit and assume 
more personal relations, and, due to this, more detailed 
information regarding the movement of trains is trans- 
mitted when conversing by telephone than was possible 
by telegraph. The number of small matters which are 
called to the attention of the dispatcher affecting the 
movement of trains can be taken care of instantaneously 
and instructions issued as quickly as the information is 
received. If necessary, the conductor of the train or the 
engineman can be called to the telephone and the details 



608 TELEPHONES IN RAILROAD WORK 

of existing conditions received at first 'hand rather than 
through an operator. It further permits the superinten- 
dent of the division, or higher officials, to talk with the 
man on the ground in case of accident or unusual delay, 
and issue instructions, if necessary. The telephone cir- 
cuit has been found to operate under all conditions of 
weather which ordinarily would interfere with the opera- 
tion of a telegraph circuit. 

"The amount of money which it is possible to save in 
this way cannot be estimated, but it is greatly in excess of 
the cost of the telephone line and equipment necessary to 
accomplish these results. 

"The Chicago, Burlington & Quincy Railway installed 
the telephone for despatching service on its main line 
between Aurora and Mendota, a distance of 37 miles, 
and between Aurora and Savannah, a distance of 108 
miles — in all about 191 miles. 

"The method of wording and issuing the orders on 
these circuits is practically the same as that used on the 
New York Central, but the method of selective signaling 
and the apparatus used are quite different. 

"Each station is equipped with a special transmitter 
arm and head telephone with the necessary induction coil 
and batteries. A high resistance and high impedance re- 
lay is bridged across the line at each station. A selective 
device, consisting of a clockwork on which is mounted a 
commutator having two narrow segments, diametrically 
opposite each other, is also located at the station. 

"These segments are connected together and form part 
of the circuit of a locking relay, controlling the signal 
bell. The circuit of this locking relay is completed 
through a brush resting on the surface of the commuta- 
tor, which momentarily makes contact with one of the 



STATION WORK AND TELEGRAPHY 609 

segments during each half revolution of the commutator, 
and also the contacts of the bridged line relay. The 
clockwork is prevented from running continuously by 
a stop, which is electrically controlled. The stop, or start- 
ing relay as it may be called, is controlled by the relay 
bridged across the telephone circuit, and is operated when 
an impulse of current is sent out over the line by the 
dispatcher. 

'The mechanical arrangements are such that after the 
clockwork has been released and starts to run, the com- 
mutator is permitted to make a half revolution, the con- 
tinued operation being prevented by a mechanical stop, 
and the mechanism is again ready for the next call. By 
this arrangement the direction of rotation of the com- 
mutator is always the same, no reversal being necessary 
to restore it to normal. The half revolution of the com- 
mutator is completed in 30 seconds, and, by locating the 
segments on the commutators at the various stations at 
different points on the circumference, it is possible to 
have the local circuit of the various stations closed in 
successive order, or according to any pre-arranged plan. 

"At the dispatcher's office is installed a master clock, 
which differs from those at the stations, in that its com- 
mutator contains 30 segments on each half, or a total of 
60, the ones diametrically opposite being connected in 
multiple. This commutator is stationary, and contact is 
established with the segments by means of a revolving 
brush. The motion of this brush is controlled in the 
same manner as the commutators at the stations and dur- 
ing a half revolution it makes contact consecutively with 
each of the 30 segments on the commutator, and then 
comes to rest and is ready for the next call. 

"Each of the thirty segments on the commutator of the 



610 TELEPHONES IN RAILROAD WORK 

master clock is connected to one contact of an individual 
key, the other contact of the key being connected to the 
winding of a local relay, its circuit being completed 
through the brush of the master clock. When operated, 
this relay sends an electrical impulse out over the tele- 
phone line. 

"From this it will be seen that thirty individual keys 
are provided, one for each station. These keys, when 
depressed, are mechanically locked, and are arranged so 
that when the master clock comes to rest after making 
a call, all of the keys which have been locked are released 
and restored to normal. 




Train Despatched Automatic Sending Device— Capacity 32 Stations- 
Equipped for 25, 7 blanks. 

Fig. 25. 

"The dispatcher is also furnished with a starting key, 
which, when depressed, sends an impulse of current out 
over the telephone line, and starts the master clock and 
all of the station clocks, which continue to run for 30 
second's, being then stopped mechanically, as previously 
mentioned. 

"To signal or select a station, the dispatcher depresses 
the individual key associated with the particular station 



STATION WORK AND TELEGRAPHY 611 

desired, and then starts the clocks by pressing the start- 
ing key. As the brush on the master clock passes over 
the segments on the commutator, and when in contact 
with the one connected to the station key which has been 
depressed, it completes the circuit of the local relay, send- 
ing a second impulse of current out over the line. At 
the instant this second impulse of current is applied to 
the line, the brush and segment of the particular sta- 
tion desired are in contact, and the locking relay con- 
trolling the signal bell being operated by the bridged-line 
relay causes the bell to ring, which continues until the 
relay is released by the station operator pressing a key. 

"No 'answer-back' signal is given to the dispatcher, 
so that he is unable to tell whether or not the signal has 
been received until the operator answers. 

"This arrangement permits of more than one station 
being called at the same time ; in fact it is possible to 
call all of the stations, if so desired, in the 30 seconds. 
The average time for an equipment of thirty stations 
would be 15 seconds, which is greater than that of the 
system used by the New York Central; and, further, 
while some stations can be called in 3 or 4 seconds, it 
will require 26 or 28 seconds to call others. 

"The great advantage which is claimed for the sys- 
tem used by the Burlington, is the calling arrangement, 
which permits one or all of the stations being called in 
one operation by the dispatcher. It is believed, however, 
that this is not as important as one would imagine, as 
it is seldom necessary to call all of the stations, three 
or four being the usual number, and as it takes from 
1 to 5 minutes to raise a single station by telegraph, and 
since, with a selective device, it is possible to call, say, 
three stations in 24 seconds, it is so great an improve- 



612 



TELEPHONES IN RAILROAD WORK 



ment over the old method that a further gain of 4 or 
more seconds is not of any great importance. 

"The multiple calling has a further disadvantage in 
that two or more operators are liable to come in on the 
circuit at the same time, and break in on the conversa- 
tion and cause confusion similar to that produced by 
telephone operators breaking in on a call circuit; in 
straightening out a situation of this kind, more time is 
lost than is gained by calling several stations at the 
same time. 




lector Box with Answer-Back for Telephone Station. 



Fig. 26. 



'The New York Central system, taking 8 seconds for 
calling each station, permits the dispatcher , to call one 
station, and while instructing the operator at the first 
station to prepare to take an order, calls the second 
station, and while instructing the second operator, call 
the third, the whole transaction taking about 24 seconds 
without confusion. 

"So far, all of the telephone apparatus furnished for 



STATION WORK AND TELEGRAPHY 813 

dispatching purposes has been special, and the indica- 
tions are that this will continue for some time to come, 
as each railway official has ideas of his own which he 
naturally thinks are the best, and which he will insist on 
trying. 

"In addition to the roads mentioned above as actu- 
ally despatching by telephone, the many other large roads 
are installing telephone despatching systems, and expect 
eventually to operate by this system exclusively. 

BLOCK-SIGNAL TELEPHONES. 

"A further use of the telephone in connection with the 
movement of trains is with the operation of block signals. 
The usual method of communication between block-sig- 
nal towers is by means of telegraph or bell signals. Some 
roads are using the telephone for this purpose, and have 
found it superior to either the telegraph or bell signals, 
as it enables more detailed information to be passed 
between the adjacent towers and movements of trains 
effected, which was not possible under the old systems. 
In this way the handling of traffic is facilitated and the 
operating expense caused by delayed trains reduced. 

"Of the various railroads, approximately ioo are using 
block signals, and of these JJ are using the telegraph, 16 
the telephone and 10 bell signals. About 8 per cent, of 
the trackage operated is handled by telephones, 2 per 
cent, by bell signals, and the remaining 90 per cent, by 
telegraph. The largest user of the telephone for this 
purpose is the Atchison, Topeka & Santa Fe, which 
operates its 1,800 miles of track by telephone exclusively. 
The Burlington is operating some 1,100 miles, and the 
Illinois Central about 800 miles of track in the same 
way." 



614 TELEPHONES IN RAILROAD WORK 



SIDING TELEPHONES. 



. 



M On many of the Western roads there are sidings lo- 
cated at some distance from the regular stations, and in 
some cases between stations, where trains must await 
the passing of other trains. Telephones are located at 
these sidings in booths or boxes on the poles, and the 
train crews report their arrival and the passing of other 
trains to the nearest station and receive instructions 
governing their movements. This arrangement does 
away with the opening of many telegraph offices which 
would otherwise be necessary. Some railroads equip 
their trains with portable telephone sets, which may be 
used for this purpose or in cases of accident. In this 
case connection is established with one of the telephone 
or composited telegraph lines and the nearest station 
called." 

TELEPHONES FOR CALLING TRAIN CREWS. 

"At large terminals or division headquarters where 
freight trains are made up, it is necessary to notify the 
train crews when to report for duty. The usual method 
of doing this is to send a boy to the residence of each 
member of the train crew as soon as the leaving time of 
the train is determined, so as to have them ready to 
take out the train. The delays to trains occasioned by 
failure to get this information to the crews promptly oc- 
casion a large loss to the railroads, as it frequently hap- 
pens that some of the members of the crew are found 
to be sick or cannot be located, and other men must be 
sent for. To overcome this difficulty, some of the roads 
are installing telephones in the residences of their crews, 



STATION WORK AND TELEGRAPHY 615 

and are calling them by telephone instead of by mes- 
senger, in this way getting prompt replies as to whether 
they can report, and, if not, another man can be quickly 
called to take the place of the first and thus get the 
train out on time. A further saving in the labor ex- 
pense is thus made, as these crews are usually paid by 
the hour when delays occur." 

"At Altoona, Pa. — one of the largest division points 
of the Pennsylvania Railroad — 525 telephones have been 
installed by the railroad company in the residences of 
their employees for this purpose. These sets are con- 
nected four on a line, and are handled by one operator 
at the private branch exchange where the lines termi- 
nate. This installation does the work of fifteen call boys, 
and has been found more satisfactory in every way, in- 
cluding greater economy." 



TELEPHONE SERVICE FOR ROUNDHOUSES. 

"In making up trains it is necessary to provide for 
notice being given to the motive power department to 
prepare the necessary locomotives, and when the trains 
are made up, to send them from the roundhouse to the 
freight yard or passenger station. This, in many cases, 
is being done by telephone in place of by telegraph." 



WRECKING-TRAIN SERVICE. 

"In case of a wreck occurring on a railroad, it is nec- 
essary to send out the wrecking train at the earliest 
possible moment, and to do this the special crew for this 
train must be assembled quickly. Some roads have con- 



616 



TELEPHONES IN RAILROAD WORK 



strutted special lines to the residences of these crews for 
this purpose exclusively, and in this way are able to as- 
semble a crew and start a train very quickly. 

"Portable telephone sets are furnished the wrecking 
trains, so that connection may be established with tele- 
phone circuits along the line, or, if these are not availa- 
ble, with composited telegraph lines, and in this way 
keep the officials informed as to conditions and receive 
instructions." 





Magneto Portable Car Telephone. 



Magneto Iron Clad Telephone. 



Fig. 27. 



TELEPHONE SERVICE IN FREIGHT YARDS. 



"In large freight yards clerks are employed to report 
the names and numbers of all cars entering or leaving the 
yards, and a record of the movement of every car is 
made in the car accountant's office. 

"These yard reports are usually sent to the car ac- 
countant in writing, which, of course, requires labor and 
time, and delays the entries on the records. In some 



STATION WORK AND TELEGRAPHY 617 

yards these reports are made by telephone, the yard clerk 
reading from his memorandum record to the clerk in the 
car accountant's office, thus permitting records to be 
made promptly. 

"Where perishable freight is being handled, a delay 
due to cars being held in the yards by mistake, or for 
repairs, often causes a considerable loss to the railroad. 
The use of the telephone by the yard clerk or the train 
master often enables these cars to be moved or repaired 
promptly, thus preventing the loss and rendering bet- 
ter service to the shipper/' 

• COMPOSITE SERVICE. 

"One of the objections raised by the railroads, where 
an attempt is made to introduce the telephone on their 
lines, is the expense of the necessary wire plant to meet 
their requirements. To meet this objection, special tele- 
phone sets have been designed, which may be connected 
to existing telegraph circuits without interfering with 
the operation of the telegraph, and without the latter 
interfering to any great extent with the telephone service. 

"In this way a fair grade of telephone service can be 
rendered at a small expense for equipment, and experi- 
ence has shown that this leads to a demand for better 
service and equipment. 

"The telephone sets and other apparatus used for this 
railway composite service differ from that used in either 
magneto or central-battery exchange service. The sig- 
naling is done by means of an alternating current of 
high frequency, generated by a vibrator and induction 
coil in the set. This induction coil is also used for 
transmission purposes. The signal-receiving device, or 



618 



TELEPHONES IN RAILROAD WORK 









1 

S 

a 

o 



- .- . y-s * 




oo 



o 

a 






a 
bo 

c3 



howler, as it is called, consists of a special high-resistance 
telephone receiver, equipped with a resonating horn, to 
amplify the sound caused by the vibration of the dia- 
phragm responding to the high-frequency signaling cur- 
rent coming over the line from the calling station. 



STATION WORK AND TELEGRAPHY 619 

"The intermediate telegraph stations on composited 
lines are equipped with a special I M.F. condenser and 
a i,ooo-ohm non-conductive resistance, the condenser 
being bridged around the relay and key, so that tele- 
phonic transmission will not be interrupted when the 
telegraph key is operated. It also offers a path of low 
impedance for the high-frequency signaling current, and 
prevents the operation of the telegraph relay being af- 
fected by this current. The non-inductive resistance is 
bridged across tfre terminals of the telegraph relay to 
prevent the discharge of the condenser or the high-fre- 
quency signaling current affecting the operation of the 
telegraph relay. Ah impedance coil and condenser are 
necessary at the terminal telephone stations to reduce 
the interference from the telegraph impulses. 

'The telephone service rendered by these sets, while 
not equal to that obtained on a straight telephone line, is, 
in many cases, good enough for the service required and, 
as stated before, has created a demand for better service* 
and has led to the construction of metallic telephone 
circuits. 

'There are now several thousand of these sets in use 
throughout the country, principally in the Middle and 
Extreme West, where stations are far apart and the cosi 
of constructing telephone lines correspondingly high. 

"Two types of sets for this purpose are furnished — a 
wall set, in general appearance similar to the standard 
central battery-wall set with writing shelf, and a portable 
set. This latter is for use on trains, so that communica- 
tion may be established with the nearest station at an) 
point along the line, the connection with the telegrapl 
line being made by means of a jointed pole, which i< 
tarried in the car." 



620 TELEPHONES IN RAILROAD WORK 

"These portable sets are used extensively by some of 
the large Western roads, who carry one on every train. 

"The length of line over which satisfactory service 
can be rendered by these sets varies with the kind, size 
and age of the line wire and the number ot intermediate 
telegraph stations on the circuit. In general, ioo miles 
of No. 8 iron and 200 miles of No. 12 copper may be 
taken as the limit of this service. 




LONG-DISTANCE SERVICE. 

"The use of the railway composite sets has shown the 
railroad officials the advantage of telephone service be- 
tween distant points, such as division headquarters and 
general offices, and in many cases this system is used 
between such offices. Where distances or the condition 
of the lines were such as to prevent satisfactory service, 
regular copper metallic-circuit telephone lines have been 
constructed. The distances covered in this manner vary 
from 100 to over 900 miles. For example, the New 
York Central and the Lake Shore Railways have a 
through metallic-circuit line from New York to Chicago. 
This line is used in sections between main points, as, for 
instance, New York and Albany, Albany and Buffalo, 
Buffalo and Cleveland, etc., for service between division 
offices, and is connected straight through when a New 
York^Chicago connection is desired. 

"The Illinois Central has a similar line from Chicago 
to New Orleans, used in the same general way. 

"The Pennsylvania lines also have their own long- 
distance telephone lines between important points. 

'The development of this particular service has been 
confined principally to the larger systems, as the neces- 



STATION WORK AND TELEGRAPHY 621 

sity for such service on the smaller systems does not 
exist, and, further, the expense of constructing and 
maintaining such lines is considerable, causing an annual 
charge which would be greatly in excess of obtaining 
the required service over the lines of the American Tele- 
phone & Telegraph Company. 

"As a temporary means of securing this long-distance 
service, many of the roads are compositing their copper 
duplex or quadruplex wires, and in this way obtaining 
first-class telephone service at a small expense. The Un- 
ion Pacific has recently composited two duplex wires for 
this purpose between Omaha, Neb., and Cheyenne, Wyo., 
a distance of 500 miles, and is obtaining excellent service. 
In addition to using this telephone circuit for conversa- 
tion between officials, messages are being sent over the 
circuit which were formerly sent by telegraph, operators 
being located at each end to send and receive messages 
by telephone. Those messages are written out in the 
same way as telegrams, and are handled exactly the same 
way, except as to the method of transmission." 

"The Canadian Pacific has composited a circuit from 
Montreal to Winnipeg, a distance of 1,430 miles, with 
intermediate telephone stations at Fort William and 
North Bay. The Pennsylvania lines are also compositing 
their duplex and quadruplex circuits to obtain additional 
telephone facilities. The indications are that this particu- 
lar branch of railway telephone service will show a 
marked development during the next few years, and 
will do much toward the further introduction of the 
telephone for railway purposes. 



622 TELEPHONES IN RAILROAD WORK 

SERVICE WITH OTHER ROADS. 

"The interchange of business between different roads 
entering large centers presents a further use of telephone 
service which has been found of great value. 

"In many cases the private branch exchanges of con- 
necting roads are connected with direct trunk lines, which 
permit of connections being established between the vari- 
ous telephone lines centering at these switchboards. This 
enables the transfer of cars to be facilitated and irregu- 
larities in these transactions to be cleared up in a few 
minutes which by usual methods would take days and 
frequently cause delays to shipments and in the case of 
perishable freight the loss of the shipment. 

"The passenger departments also find this service of 
value, as it enables them to arrange for transportation 
and berths for their patrons who continue their journey 
on other lines and to clear up any misunderstandings 
which may occur, with greater speed than if they were 
obliged to connect through several exchanges. 

OWNERSHIP OF EQUIPMENT. 

"One of the problems in connection with railway 
telephone service which is now receiving the attention of 
railway officials responsible for this branch of the work, 
is that of the relative merits of leasing or owning their 
own telephone equipment. 

There are advantages and disadvantages to both 
schemes, both from the standpoint of the railroad and 
of the operating telephone company, and no general deci- 
sion seems possible, as the conditions in each case differ 
and the effect which the purchase of equipment would 



STATION WORK AND TELEGRAPHY 623 

have on the business in general is such as demand a 
careful consideration of the matter. 

"The objections which immediately suggest themselves 
are, the maintaining of a satisfactory grade of service, 
and also the use and maintenance of the proper equip- 
ment, together with the loss in rentals of the operating 
company. 

''Under present conditions the railroads can obtain at 
reasonable cost, apparatus of the same kind and quality 
as that now being leased. 

"The larger roads are supervising their service with 
great care and are, in many cases, maintaining their 
equipment, in fact there are over ioo private exchange 
switchboards and nearly 5,300 leased telephone stations 
which are now being maintained by railroad companies 
throughout the country and apparently rendering service 
satisfactory to the telephone companies. 

"All of the larger railroads have in their employ capa- 
ble telephone men, who look after their service and main- 
tain their plant, and those who are planning to extend 
their telephone systems are inquiring for men with 
telephone experience. 

"Owing to the fact that the requirements of the rail- 
road demand special apparatus, the investment is com- 
paratively high. The maintenance of the apparatus is 
also higher than that experienced in the average plant, 
owing to inaccessibility of many of the stations, and the 
exposure of the apparatus to frequent use and also abuse. 

"It is believed that the various new conditions which 
will arise in connection with the future development of 
railway telephone service will be met by the operating 
companies in such a manner as to retain this class of 
service, and that the next few years will see a develop- 
ment which will greatly exceed that of the oast." 



624 TELEPHONES IN RAILROAD WORK 

POINTS IN FAVOR OF TELEPHONY. 

Some of the advantages of train dispatching by tele- 
phone are : 

The ease and rapidity of handling trains. 

Selective signaling of any or all stations. 

More detailed information of train movement possi- 
ble: 

Short interval of time to signal stations. 

Eliminating of noisy telegraph systems. 

Direct connection with trainmen when necessary. 

In case of accident to operator, anyone can answer a 
telephone. 

Train dispatcher can issue general orders to all sta- 
tions at the same time when necessary. 

Increase in the safety of train operation. 

It is possible to arrange apparatus in superintendent's 
office so that he can listen to actual work of the dispatch- 
ers and operators, and check up any tendency of slack- 
ness. 



PART III. 

TELEGRAPHY 




s*^^^</^7. 2n^M^j?s 



INSTRUCTIONS FOR BEGINNERS. 

No duties devolve upon the operator which persons 
with ordinary ability cannot perform, if they give care- 
ful thought and study to the work, which is no more than 
is expected of anyone who wishes to succeed in any pro- 
fession of life. 

No business or profession can be learned in a day; and 
telegraphy requires much careful thought and practice, 
together with untiring application. Do not expect to 
absorb telegraphy. Great results cannot be expected 
from little labor. If telegraphy is worth learning at all 
it is worth learning well. Do not aim to be as good an 
operator as some person you happen to know, but strive 
to be a little better ; then you will never be looking for a 
job, as the profession of telegraphy recognizes only 
ability. Much depends upon getting started well and lay- 
ing the proper foundation, Never leave a point or lesson 
until you have completely mastered it and have it thor- 
oughly fixed in your mind ; some elementary principles 
hurried over or neglected will debar one from making the 
progress anticipated. 

There always has been and always will be a great de- 
mand for competent operators. Success in life depends 
upon being ready when the opportunity comes. 

LEARNERS' INSTRUMENTS AND HOW TO CONNECT FOR 
PRACTICE. 

The only instruments required for a person to begin 
the study, are the ordinary Morse Key and Sounder on 

3 



4 TELEGRAPHY 

the same base or separate, and the battery for generating 
the electricity. The dry battery will be found very satis- 
factory for working one instrument for practice. When 
the instrument is not in use the circuit should be left open 
as a dry battery soon loses its strength when left on a 
closed circuit. The circuit closer is often removed from 
the key when a dry battery is used, as this will avoid any 
chance of the circuit being left closed when the instru- 
ment is not in use. For line work the gravity battery 
will be found to give better satisfaction because the cir- 
cuit must be kept closed. The instrument arranged on 
the same base will be found to have two binding posts 
to receive the ends of the wires. To connect an instru- 
ment of this kind for practice, it should be securely 
fastened to the table at a position where it can be reached 
leaving room for the arm to rest upon the table while 
sending; small holes should be bored opposite the two 
binding posts for the wires ; connect a wire to one of 
the binding posts of the instrument and the other end to 
one pole of the battery, from the other pole of the bat- 
tery connect a wire to the other binding post of the in- 
strument. 

If two instruments of this kind are to be connected 
for line practice, connect a wire to the zinc pole of the 
first battery thence to one binding post of the first in- 
strument, from the other binding post of the first instru- 
ment to one binding post of the second instrument, from 
the other binding post of the second instrument to the 
copper pole of the first battery ; if more than two batteries 
are to be used the batteries should be connected running 
from copper to zinc and zinc to copper, zinc should never 
be connected to zinc or copper to copper as they will 
neutralize each other and no circuit be produced. 



TELEGRAPHY 5 

If the key be separate from the base of the sounder it 
is better to arrange the key a little to the right-hand side, 
in such a position that it can be reached while the arm 
rests on the table in sending; place the sounder at the 
left-hand side ; to receive the wires small holes should be 
bored opposite the two binding posts of the sounder and 
for the legs of the key. Connect a wire to one binding 
post of the sounder, the other end to one pole of the bat- 
tery, from the other pole of the battery connect a wire 




! with one leg of the key on the under side of the table 
I between the two washers in order that good connections 
J may be had ; from the other leg of the key connect a wire 
; to the other binding post of the sounder. 

To connect two separate keys and sounders together 
for line practice begin by running a wire from one bind- 
ing post of the first sounder to the copper pole of the first 
battery, from the zinc pole of the first battery to one leg 
of the first key, from the other leg of the first key to one 
binding post of the second sounder, from the other bind- 



6 TELEGRAPHY 

ing post of the second sounder to the copper pole of the 
second battery, from the zinc pole of the second battery 
to one leg of the second key, from the other leg of the 
second key return the wire to the remaining binding post 
of the first sounder, this last wire is known as the re- 
turn wire and will work much better on a short circuit 
than the ground wire. 

Ground wire may be used by connecting the last leg of 
the second key with the earth, also the remaining bind- 
ing post of the first sounder with the earth. Explana- 
tion of how to fix a ground wire will be found under the 
heading of "Ground Wire." 

THE MORSE ALPHABET. 

Morse in the arrangement of his telegraphic alphabet 
took as a unit of space or length the shortest possible 
length of time, technically termed a dot. He then made 
his alphabet, formed from three elements: the dot, the 
space, and the dash arranged in various combinations 
representing the following relative values : 

The dot One unit 

The break between the elements of a letter. . . .One unit 
The space, employed in the "spaced' letters'' . .Two units 
The space, separating the letters of a word. .Three units 

The space separating words Six units 

The short dash Three units 

The long dash Six units 

The student should commit the alphabet to memory 
without reference to position of other characters, so each 
can be called to mind at will without hesitation before 
commencing to practice them ; when once the letters are 



TELEGRAPHY 7 

thoroughly memorized so that the mind has nothing to 
do but attend to the mechanical movement, learning at 
the instrument will be found much easier and more rapid. 



LETTERS. 

a b c d e 



s 



m n p q 



s t u 



w x y z & 



NUMERALS. 



4 



8 9 



8 TELEGRAPHY 



PUNCTUATION. ETC. 

period [.] comma [,] interrogation [?] 



exclamation [!] paragraph [drop a line] 

colon [:] colon dash [: — ] 



colon quotation [: "] semi-colon [;] 

hyphen [-] dash [ — ] 

beginning quotation ["] ending quotation ["] 

Uie " • 

apostrophe ['] or quotation within a quotation [" 
beginning parenthesis [(] ending parenthesis [)] 

brackets ( [] ) capitalized letters 



•• • •— •■ 



italics or underline ..-.-.. 

dollars [$] cents [c] 

decimal point [ . ] pound sterling [£] 

shilling mark [/] pence [d] 



TELEGRAPHY 



TRANSMISSION. 



Transmitting or "sending'' is the first requirement 
necessary for the beginner, and is the art of forming 
telegraphic signals upon an instrument called a key 
which being connected with Relay, Sounder and Battery 
produces sound signals which are arranged in the form 
of an alphabet enabling us to send communications, one 
to another, at various distances. 

The student should bear in mind that in order to be ac- 
curate with his sending is of greater importance than his 
speed. Take great care that you send slowly at first, 
striving for a firm, even, smooth style of sending. Speed 
will come by practice ; never to send more than one third 
faster than you receive is a splendid rule for any begin- 
ner, and if strictly adhered to will in time make you a 
more correct sender than any rule that can be laid down. 
The customary idea that sending is more easily and 
more readily learned than receiving is entirely wrong, 
because a person unless he or she be able to read ordi- 
narily rapid work is unable to be a good judge of sending 
therefore will not be able to correct their own sending 
as it should be until after receiving be learned. 

The custom of timing for the purpose of finding the 
rate of speed attained should be seldom indulged in ex- 
cept under the careful direction of his or her instructor, 
as it is apt to cause the student to become careless in the 
formation of characters. 

position. 

Place the two first fingers on the farthest side of the 
key-button with the thumb under the edge; curve the 
first and second fingers so as to form a quarter section of 



io TELEGRAPHY 



. 



a circle; partially close the third and fourth but n 
enough to cramp them; never allow them to touch the 
table. Rest the arm on the table at the elbow; let the 
grasp upon the key-button be firm but not rigid; while 
sending never allow the fingers or thumb to leave the 
key or the elbow to leave the table. Learn to handle the 
key as easily as you would a pen. 




POSITION OF HAND AND MOVEMENT. 

Fig i 



MOVEMENT. 

The motion should be directly up and down ; avoiding 
all side pressure; it should be made principally at the 
wrist although the fingers and hand should be perfectly 
limber; the fingers, hand and arm should move uniformly 
in the same direction. 

Tapping upon the key should be carefully avoided and 
never try to write with the finger movement alone; the 
fingers are used merely as a leverage and to hold the key- 
button. 

The downward movement produces the dots and 
dashes while the upward movement the breaks and 
spaces. A dot ( . ) is made by a single instantaneous 



TELEGRAPHY n 

downward stroke of the key, w r hile a dash ( — ) is made 
by holding the key down as long as it would take to make 
three dots ; a long dash as in the letter L, or the numeral 
cipher o should be made by holding the key down as long 
as it would take to make five and six dots respectively. 

The space is produced by the upward movement of the 
key and consists of four different lengths which indicate 
the intervals between the elements of a letter, between 
the letters of a word, and between the words in a sentence. 
The first, or break is one unit in length and is the in- 
stantaneous interval between the dots and dashes of a 
letter and is found in every letter and character except 
E, T, L,, O, and the numeral cipher. Second, the space 
in the space letters which are six in number O, C, R, Y, 
Z, and the character (&) is given two units in length 
or equivalent to one dot and break ; great care should be 
given to the correct transmission of the space letters ; the 
letter O should require the same time as the letter S, the 
letters C and R the same time as the letter H, the letters 
Y, Z and the character (&) the same time as the letter 
P. Third, the space between the letters of a word is three 
units in length or equal to two dots and breaks, an ex- 
ception to this rule may be made in case of the double E 
which should be nearly the same as between words. 
Fourth, the space between words is six units in length or 
equal to three dots and break. 

EXERCISES IN SENDING. 

After the student has made careful study of the pre- 
ceding subject and has a thorough knowledge of the ar- 
rangements of the alphabet spacing, correct position, how 
the wrist is to be used in the movement, the following 



12 TELEGRAPHY 

exercises should be practiced in their regular order. 
Much success in sending depends upon these exercises 
being thoroughly mastered in regular order, as each is 
the key which unlocks the exercises following, therefore 
each and every character should be repeated^ over and 
over until it can be made at will and withotit mistake 
before the next exercise is taken up. 

FIRST EXERCISE. 

Learn the movement first on dots, make one each 
second then two and three each second with as much 
regularity as possible and gradually increase until a speed 
of 360 per minute can be made with as uniform order as 
the tick of a watch. 



Separate the dots representing the letter E. 



SECOND exercise. 

Learn the movement on dashes by commencing at the 
rate of about one a second and gradually increase until 
a speed of about 115 per minute can be made uniform 
and with ease. Special care should be taken to make the 
breaks between the dashes as short as possible. If a 
good, free movement is used the dashes cannot be made 
too close together. The tendency is to space dashes and 
great care should be taken to overcome this ; remember 
where there are no spaces, the characters must be made 
compactly together. Hold the key down the length of 



TELEGRAPHY 13 

three dots for the ordinary dash or long enough to pro- 
nounce the word "seat." 



Separate the dashes representing the letters T, L and 
the numeral cipher o. 



THIRD EXERCISE. 

Make a dash closely followed by a dot representing the 
letter N. This exercise will be found more difficult, be 
sure that the dash is a dash and the dot a dot and make 
them compactly together, it might be timed by pronounc- 
ing the word NINE-TY holding the dash while the first 
syllable is pronounced and making the dot when pro- 
nouncing the last. 



FOURTH EXERCISE. 

Make a dot closely followed by a dash representing 
the letter A. There is a great tendency to space this 
character and make the dot too long and the dash too 
short ; watch it closely. It might be timed by pronounc- 
ing the word AGAIN making the dot while saying A and 
the dash while saying GAIN. 



i 4 TELEGRAPHY 

FIFTH EXERCISE. 

e i s h 



o 



a u 

n d 



& 



SIXTH exercise;. 

t 1 m 5 



8 





— • . — . • « 






g 


SEVENTH EXERCISE. 
j 


k 


q 


X 


1 


2 


3 



f 

w 

7 9 

EIGHTH EXERCISE. 

period [.] comma [,] interrogation [ ?] 

exclamation [ !] paragraph [drop a line] 

dollars [$] cents [c] decimal point [ . ] 



TELEGRAPHY 15 

NINTH EXERCISE). 

colon [ :] colon dash [ : — ] 

colon quotation [ : "] semi-colon [ ;] 

hyphen [-] dash [ — ] 

beginning quotation ["] ending quotation ["] 
apostrophe ['] or quotation within a quotation [" ' 

beginning parenthesis [ ( ] ending parenthesis [ ) ] 

brackets ([]) capitalized letters 



italics or underline 

pound sterling [£] shilling mark [/] 

pence [d] 



FORMATION. 

The letter j should be formed as tae, k as ta, q as ue, 
x as ai. The numeral 1 as we, 2 as ui, 3 as ve, 9 as tu. 
The period as ud, comma as aa, interrogation as tue, be- 
ginning quotation as qn, ending quotation as qj, begin- 
ning parenthesis as pn, ending parenthesis as pj, brackets 



16 TELEGRAPHY 

as bx, hyphen as hx, dash as dx, colon as ko, semi-colon 
as si, colon-dash as lex, colon-quotation as kq, capitalized 
letters as ex, dollar mark as sx, cents as c, decimal point 
as tw, italics or underline as ux, apostrophe, or quotation 
within a quotation, as qx, pound sterling as px, shilling 
mark as ut, pence as d. 

TENTH EXERCISE. 

Air, care, thanks, maple, use, keep, injuries, young, 
frequently, zinc, next, verily, cottage, error, erie, loop, 
little, practically. 

Eleventh exercise. 

Use a good free movement in this exercise: 

Every good student employs every moment of Ins 
time. 

Be an honest and faithful worker, doing your best and 
never grumbling. 

Firm and smooth sending goes hand in hand, speed 
comes from practice. 

TWElvETH EXERCISE. 

A comma or a space is used to divide numerals into 
hundreds, thousands, etc. The abbreviations hnd, tnd, 
mln or myn are used for transmitting ciphers ; hnd, 
stands for two ciphers, tnd for three ciphers, and mln or 
myn for six ciphers. Example: 500 would be trans- 
mitted (5hnd) ; 4,000 (4tnd) ; 3,000,000 (3mln) ; 300,- 
000,000 (3hnd mln). 

79, 8,610, 23,100, 405,631,000, 900,000, 215,000,647. 



TELEGRAPHY 17 

THIRTEENTH EXERCISE. 

In fractions the letter E or a clot is used for the divid- 
ing or fraction line. Example : the fraction y 2 would be 
transmitted 1 e 2 3-32 as 3 e 32. 

1-2, 1-3, 2-5, 7-8, 3-16, xi-12, 10-32, 2 1-2 

FOURTEENTH EXERCISE. 

The decimal point is transmitted by either using the 
decimal point character which is formed of the letters 
TW or by spelling out the word Dot. the word DOT is 
most commonly used. The dollar mark is SX. Ex- 
ample : $133.53 would be transmitted SX 133 dot 53. 
3.5, 99.4, $1.23, $5146, $826.98, $400.10^. 

HINTS IN SENDING. 

In telegraphy, the same as in penmanship a careful 
,and thorough study of the movement should not be 
slighted; the more attention given the correct position 
and movement the better and faster will be the gain in 
sending. Firm, smooth sending should be attained at 
the expense of time and practice. The great idea among 
beginners, is that it is an easy matter to learn to send 
(and that to be able to send and receive rapidly is all 
'that is required; hence, they neglect the necessary care- 
ful practice which should be employed to gain pro- 
i ficiency in sending, but on the other hand acquire a habit 
\ of careless sending which is caused by sending too fast 
with no regard for uniform spacing or proportion of 
; characters to each other. Some are inclined to put the 
characters in letters too closely together, which creates 



18 TELEGRAPHY 

jerky, uneven sending which is not only hard to copy 
but hard to read, thus we are unable to tell what they 
are going to make until the last letter of each word 
is received; on the other hand with good firm, even 
sending it is possible to tell when "press" is being sent 
some few words ahead what the sender is going to make. 

Uniform spacing is of the greatest importance in mak- 
ing sending easy to read. This applies to the characters 
in letters, between letters in words and between words in 
sentences. Remember when there are no spaces in the 
letters, the dots and dashes should follow each other 
closely. 

A very good rule for a beginner to observe in order 
to get good spacing between letters in words and words 
in sentences, is to pronounce each letter after it is made, 
then the word after you have pronounced the last letter 
of each word; you will note if you pronounce the last 
letter of a word after you make it and then the word, 
you will be giving about twice the space between the 
words that you do between the letters of the words, 
which is correct. 

Due caution should be exercised in transmitting words 
which contain either all dot letters or a number of them 
together. The spaces should be longer than usual be- 
tween the letters in the following words as well as a 
great number of similar ones. Be sure and make them 
slowly and distinctly, as : seen, choice, error, piece, price, 
voice, bicycle. 

A decided distinction should also be made wherever 
the letter "t" follows the letter "1/' or vice versa, as in 
the following words: title, altogether, little, altitude, 
battle, alternate. 

If an error is made in sending, the interrogation mark 



TELEGRAPHY 19 

should be made as a "break." If an error is made on 
the first letter of a word, make the interrogation mark 
and repeat the word immediately preceding it; if on any 
other letter of the word, make the interrogation mark 
and repeat only the word in which the error was made. 
In case a different word than the one which appears on 
the copy has been sent make the interrogation mark fol- 
lowed by the abbreviation "msk." 



PUNCTUATION. 

Punctuation marks are not always sent as they would 
appear in print or as they should be used. The period 
is very seldom used except at the beginning of the body 
of a message or train order. The comma is perhaps 
most used, and often used in place of the period and 
conveys several meanings according to where it is 
placed; take for instance after the two or three lines 
of the address of a message, it is used and means the 
same as "Drop a line." The interrogation or question 
mark is many times used out of place, for instance if an 
operator miss what is being said to him he uses it 
meaning "What did you say?" or if he makes a mistake 
in transmission he uses it as a break, or if he be sending 
a message and wishes to explain something he uses it 
there. Punctuation marks should always be sent at 
nearly twice the rate of the other sending and should 
be made compactly together as one letter. Punctuation 
marks are not used after abbreviations or initials, ex- 
ample: Mrs. J. H. Brown, N. Y. 



20 TELEGRAPHY 



RECEIVING. 



After all the letters and characters have been 
thoroughly memorized so that the student can send 
readily and correctly, receiving may be then taken up. 
It is necessary in receiving that another person manipu- 
late the key which operates the sounder ; the one receiving 
should not watch the hand of the sender or the lever 
of the sounder ; let your receiving be done by sound 
from the very start. The person sending should send 
slowly and distinctly, the one receiving naming each 
letter as sent; this practice of calling each letter should 
be kept up until the speed is so fast that the receiver 
has not time to pronounce the letters ; then the receiving 
of words may be taken up, pronouncing each word as 
sent until able to receive from twelve to fifteen words 
per minute, counting five letters to a word. Then com- 
mence the practice of sentences, press, train orders, 
messages, etc. The student should bear in mind that 
there is no change in the tone of the sounder, the letter 
being determined by the time or times the lever is up 
or down. The sound produced by the upward move- 
ment of the lever is as necessary in receiving as the 
sound produced by the downward movement of the 
lever, for without it the duration or length of dashes 
could not be determined. The sound made by the 
upward movement of the lever is- dull and will not con- 
fuse the student when he puts his mind on the down- 
ward movement for the dots and dashes and the upward 
movement for the breaks and spaces. To become a good 
receiver of rapid sending it is necessary that the receiver 
be able to copy behind the sounder several words ; this 



TELEGRAPHY 21 

will be found quite difficult for the beginner and much 
time should be employed in dividing attention between 
receiving and copying, only a letter at a time may be 
the starter but with unwearied application the student 
can advance from one letter to several words. The 
practice of copying five words to each line when copy- 
ing with a pen or pencil should be commenced early 
in the work as it will be found very useful when the 
subject of messages is taken up. 

Read the daily papers, markets, etc., and familiarize 
yourself with every line of business; study the names 
of different towns and work hard on the spelling of the 
same, and receiving will become easier. 

penmanship. 

The subject of penmanship is not given proper atten- 
tion by the student of telegraphy. A good, legible busi- 
ness hand-writing is a very desirable accomplishment 
in any occupation, but nowhere is it more needed than 
in the telegraph business, because your hand-writing 
must be handed out to the general public to read, and 
so we would earnestly request that you waste no time 
beginning to carefully prepare for this all important 
part of the work. Upon applying for a position about 
the first thing asked is "let me see your hand-writing." 
We would not attempt to lay down any rules in regard 
to penmanship, only give a few suggestions. 

Ornamental styles, and graceful and shaded curves 
are entirely out of place in the telegraph business. 
What is needed is to make the letters of the shortest 
length practicable, without curves where it is possible 
to retain the general outline of the letter without them. 



22 TELEGRAPHY 

Hold the pen as close to the paper as possible and use 
a full muscular movement. Adopt as a standard, one 
plain simple form for each letter and figure, and always 
use the same form. It is a customary idea with be- 
ginners in telegraphy that to have from three to five 
different forms for each letter will enable them to gain 
faster speed; this is wrong as you would have too 
many forms to learn, "a sort of jack of all trades and 
a master of none." A medium or small hand is writ- 
ten with more ease and rapidity than a large hand from 
the fact that the pen. can be carried over short spaces 
in less time than over complicated ones. We some- 
times think that good penmanship is a natural gift to 
some, but all can by patient and studious' efforts and 
careful study of all letters and figures be able in time 
to w r rite a plain, readable hand. 

BATTERY. 

The gravity or what is more commonly known as 
the crow-foot battery is one most generally used for 
the production of electric current for telegraph purposes ; 
although during the last few years dynamos have been 
introduced into the production of electricity for the 
telegraph and to a certain extent have lessened the use 
of the gravity battery in the larger offices. 

The gravity battery consists of a glass jar, a zinc, and 
a copper plate. The zinc is the positive plate and the 
copper is the negative plate. It must be remembered 
that the positive current always moves away from the 
battery and the negative returns toward it even if we 
have the circuit grounded. The current starts from the 
zinc plate (which dissolves or is eaten away) then 
through the solution to the copper plate and finds its 



TELEGRAPHY 



23 



outlet through the wire which leads from the copper and 
we have the positive current to the line coming from 
the copper plate and the negative current returning to 
the zinc pole of the battery; hence positive means cop- 
per to the line and negative zinc. 

Battery. 




Fig. 2. 

The arrangement of the battery is as follows: the 
leaves of copper are spread and placed at the bottom of 
the jar and should be nearly covered with blue vitriol; 
the zinc suspended from the top of the jar and the jar 
filled with soft water to within an inch from the top; 
it will require from three to four days for a battery of 
this nature to work up to full strength, the circuit of 
course being closed. When a battery is in good work- 
ing order if the circuit can be left open when not in 
use, it will strengthen and greatly save the battery. 

About every two to four months the zinc and the 
copper should be taken out and thoroughly washed and 
cleaned and the clean liquid poured into a clean vessel, 
and the dirt which has accumulated by the decomposition 



24 TELEGRAPHY 

of the zinc plate thrown out, and the jar cleaned. 
Arrange the battery as before, adding more vitriol, and 
pouring in the clean liquid and enough water to make 
the battery complete. 

CONDUCTORS AND INSULATORS. 

Those bodies are commonly called conductors which 
conduct electricity readily ; metals, water, charcoal, and 
animal bodies. Among the metal conductors; silver, 
copper and gold are the best; the two former will con- 
duct about five times as well as iron or platinum. The 
principal conductors used are copper, iron, brass and 
platinum. 

Those bodies are insulators which conduct slowly; 
glass, sulphur, resin, ice, dry-air, dry-wood, varnish, 
porcelain, etc., any of these bodies will 'conduct under 
certain conditions or when covered with moisture. 

MAGNETISM. 

Magnetism is that form of electricity which exists 
in the magnet or load-stone. The electrical action is 
supposed to travel in circles or lines around bodies 
which it may traverse. Thus it was discovered if a 
piece of steel or hard iron be encircled by fine insulated 
wire and an electric current applied to the wire the iron 
would become magnetized and remain a magnet, as 
hard iron or steel when once magnetized w T ill retain its 
magnetism for a long time ; therefore soft cores of iron 
are always used for electro magnets as soft iron can be i 
magnetized and demagnetized several thousand times a 
second. 



TELEGRAPHY 25 

ELECTRO-MAGNET. 

The Electro-Magnet consists of two cores of soft 
iron about the size of an ordinary lead pencil, upon 
which is wound a great many feet of fine insulated 
copper wire, each core being wound in the same direction 
and covered with a casing of polished, vulcanized rubber 
having heads of the same material, thus making spools 
of each; and screwed to a flat connecting bar known as 
the heel piece; both inside ends of the wires are con- 
nected together, and the outside ends of the wire are 




Fig. 3. 

connected together and the outside ends connected to 
the instrument binding posts to receive the wires which 
conduct the current. When the circuit is closed, the 
current by passing through the turns of the wire called 
the "helix of the magnet" causes the soft cores of iron 
to become magnetized, possessing the power of attract- 
ing with considerable force any piece of iron brought 
near the ends and ceasing when the circuit is open. 

THE KEY. 

The principal use of the key is to open and close the 
tircuit to produce the dots and dashes. It is a mechani- 
cal device manipulated by hand to transmit telegraph 



26 TELEGRAPHY 

signals. It consists principally of a metallic lever upon 
a trunnion supported by screws on the elevated sides of 
a metallic base. Beneath the base are two metallic legs 
which extend through the table; these legs hold the 
key firmly to the table and connect with the two ends of 
the main line wire. The front leg and lip is separated 
from the base of the key by a non-conducting material 
which insulates it from the frame, so the current cannot 
pass through, except when the lever is down or the 
circuit closer under the lip. On the top and in the 




Fig. 4. 

center of this is inserted a small piece of platinum ; 
above this on the under side of the metallic lever is 
another piece of platinum. The spring is arranged to 
separate the two platinum points, thus opening the cir-j 
cuit. A metallic arm or circuit closer is attached to 
the base of the key near the second leg, so arranged 
that it can slide under the lip directly connected with 
the first leg thus closing the circuit when the key is 
not in use. To prevent the operator from receiving an 
electrical shock the finger pieces of both the level and 
the circuit closer are of non-conducting material. 



TELEGRAPHY 



27 



THE RELAY. 

The chief use of the relay is to resist all over-produc- 
tion of current. It has its connections with both main 
line and local circuits. It consists of an electro-magnet 
horizontally arranged upon wood and metallic base ; the 
small magnet wires go through the base and connect 
directly with the main line binding posts. In front of 
the electro-magnet a metallic armature with a platinum 




Fig. 5. 

point in its lever (connected by a fine wire running 
through the base to one local binding post) is perpendicu- 
larly arranged to work freely by the action of the electric 
current produced in the magnets, which strikes against 
a platinum point arranged in the adjusting screw, in 
the yoke or frame (which is also connected by a fine 
wire running to the other local binding post) which 
closes the local circuit through the sounder, which also 
has its connection with the local binding posts and the 
battery. One other adjusting screw in the yoke or 



28 



TELEGRAPHY 



frame with an insulated point, governs the play of the 
levers from the magnets. An adjusting spring is at- 
tached to the armature and its purpose is to draw the 
lever away from the magnets when the magnets are 
de-magnetized. 




Fig. 6. 



THE SOUNDER. 



The chief use of the sounder is to aid the receiving 
operator. It consists of an electro-magnet perpendicu- 
larly arranged upon a metallic frame which is securely 
fastened to a wooden base. The fine wires of the electro- 
magnet are connected by running through the wood and 
metallic base to the two binding posts. Directly above 
the electro-magnet an armature is horizontally arranged 
upon a lever in a frame to work freely by the action 



TELEGRAPHY 29 

of the electric current. A spring is used to draw the 
lever away from the magnet when the circuit is open. 
There are two adjustable screws, one in the lever which 
governs the movement toward the magnet; the other in 
the frame which governs the reverse . movement. The ' 
sounder is connected with the local circuit only; having 
its connections attached with the two local binding 
posts of the relay and the two poles of the local battery. 



ADJUSTMENT OF INSTRUMENTS. 

TH£ key. 

The movement of the key should always be free; 
that is, do not have the side screws tight enough to 
bind the lever and not enough of the reverse movement 
to allow it to play with a side movement. See that the 
platinum point in the lever strikes the lower point in the 
front leg squarely on top and keep them free from rust 
and dirt. The distance between these two points should 
be equal to the thickness of three to five pieces of ordi- 
nary writing paper; this movement being changed by 
the adjusting screw in the end of the lever, the spring 
should be strong enough to separate the two platinum 
points readily but will vary with the person using the 
key. 

THE RIXAY. 

The relay is the most difficult of the ordinary tele- 
graph instruments to adjust. In most relays the mag- 
net itself can be moved backward and forward thus 
adjusting its position in front of the armature according 
to the strength of the current. A strong current re- 
quires that the magnet be drawn farther away from 
the armature and a weak current the reverse. The 
magnet should never be brought close enough to the 
armature to prevent the two platinum points striking 
firmly. It is necessary that the armature be upright 
and that the two platinum points strike each other 

30 



TELEGRAPHY 31 

squarely; these points should be kept free from dirt. 
The play between these points should be from one to 
three sixteenths of an inch. In wet or damp weather, 
especially in storms., variations in currents occur when 
the line is not perfectly insulated, the spring requiring 
very careful adjustment. It should be tightened enough 
to draw the armature away from the magnet when 
the magnet is de-magnetised. The spring adjustment is 
known as high or low adjustment. A strong current 
requires a tightening of the spring, or high adjustment, 
and a weak current the reverse. 



THE SOUNDER. 

The adjustment of the sounder is similar to that of 
the relay only the local circuit attached is not subject 
to change on account of weather and the armature al- 
ways remains the same distance from the magnets; it 
should be as close to the magnet as possible without 
actually touching it. The play of the lever to and from 
the magnet depends upon the strength of the current 
attached, a strong current will admit of more play than 
a weak one> this play however can be too great to give 
clearness; the spring should be strong enough to draw 
the lever away from the magnet with all the force possi- 
ble and still allow the lever to work freely. 

THE SWITCH BOARD. 

The switch board is a combination of switches adopted 
to form various combinations of several different circuits. 
By its use every possible change of circuit or connection 
tan be quickly and easily made, instruments changed 



32 



TELEGRAPHY 



from one wire to another; batteries connected or re- 
versed ; loops connected or disconnected and wire-testing 
operations carried on. It is used in nearly all telegraph 
offices where there is more than one wire. Probably the 
switch-board most generally used in this country is the 
pin plug switch-board. On the front of the pin plug 




Fig. 7. 



switch-board for intermediate offices are two perpendicu- 
lar bars for each wire. If a wire which runs past our 
office is to be connected to our switch-board we cut it 
and bring each end into the office, therefore the need of 
the two bars for each end of the wire ; at the top of 
these bars are binding posts to receive the ends of the 
main line wires. Between these bars is a row of discs 



TELEGRAPHY 33 

which are connected horizontally with each other on the 
rear of the board by a metallic strap with the exception 
of the bottom row, each horizontal strap is connected 
also with a binding post to which is connected the in- 
strument wires. Each disc and each perpendicular bar 
has a semi-circular hole in its edge so that a metallic 
plug may be inserted which will connect the perpendicu- 
lar bar and the horizontal strap on the rear of the 
board. The ground wire is connected with the top 
row of discs which are covered by a metallic plate 
known as the lightning arrester. The lightning ar- 
rester and the perpendicular bars have no connection, 
space enough is allowed for a sheet of writing paper to 
play freely between them. 

GROUND WIRE. 

Every office is supplied with a ground wire which 
consists of a wire attached to a rod driven several feet 
in the ground, or to a gas or water pipe, the two latter 
being preferable. The rod of iron should be filed or 
scraped bright and clean for several inches, and insulated 
copper wire spliced to five or six feet of bare copper 
wire wrapped evenly around the brightened part of the 
rod, then tightly secured and soldered. Only the 
terminal ground wires are in use upon a line ; their use 
at the intermediate offices is only for testing purposes 
and in case of interruption of the line to notify the 
testing operator and receive his instructions. The in- 
termediate stations upon inserting a ground wire divide 
it into two independent circuits; there must be a main 
line battery at each terminus in order that the two cir- 
cuits may work on either side of it 



34 



TELEGRAPHY 




SWITCH BOARD CONNECTIONS. 



£ « £ w 

"1 "i 1 "i 



Ground. 



£ 



.o 

-o • 



Inst. No. 1 



£ 



Inst. No. 2 



Inst. No. i on Line No. I. 
Inst. No. 2 on Line No. 2. 



-i =i ! i =i 



Ground. 



£ 



-O. 

■o. 



Inst. No. 1 



£ 



Inst. No. 2 



No. i cut out with inst. pins. 
No. 2 cut out at the bottom. 
35 



36 



TELEGRAPHY 



Ground. 



• g 



Inst, No. 1 



£ 



Inst. No. 2 



A A A 

o o o 








> c 

4 


> o o 
>....• 


(1 








t 



























Inst. No. i on No. i W. to No. 2 E. 
Ground on No. I E. and No. 2 W 



Ground. 



te 



Inst. No. 1 



£ 



Inst. No. 2 



A A A A 

i i i ; 



4 


) 




) ( 




< 


) 








i 


1 

( 








i 


>..... 















Inst. No. i on No. i E. to No. 2 W., Ground on No. I W. 
Inst. No. 2 on No. 2 E. to Ground. 



TELEGRAPHY 



37 



a 



Ground- 



■tL^ 



.o. 
-o. 



Inst. No. 1 



£ 



lust. No. 2 



o o o 



No. i W. to No. 2 E. 4 No. i E. to Nq. 2 W. 
Insts. on both circuits. 



! 1" 



Ground. 



£ 



-O. 

-o. 



Inst. No. 1 



<£ 



Inst. No. 2 



-O. 
O. 



Spare O 

Both Insts. on Line No. I. No. 2 open at the bottom, 



: i 






03 

GO 



o o o 



38 



TELEGRAPHY 



A A A A 
* **i "i ^i 

O O O ( 



Ground. 



£ 



Inst. No. 1 



«£ 



Inst. No. 2 





( c 


> c 


> o 

1 
# 






( 


> 

i 








1 


) 




' 




zrrm i 





Inst. No. i on Line No. 2, Ground on No. 2 E. 
Inst. No. 2 on Line No. I. 



Study the preceding diagrams carefully and thoroughly 
understand them and you will have no trouble with the 
ordinary station board. 



GENERAL INSTRUCTIONS FOR CIRCUIT. 

Contention for circuit is strictly forbidden by all rail- 
way and telegraph companies. 

Each office has a call consisting of not more than two 
letters, and in calling an office, call continually and sign 
your own office call after every third call. In answer- 
ing your office call, say I I and your office call. Ex- 
ample of CH calling BN: BN BN BN CH BN BN 
BN CH. Example of BN answering call: I I BN. 
When asked to sign always give your office call. 



TELEGRAPHY 39 

Each operator will have a personal sign which may 
consist of one or two letters. Whenever you are asked 
"wo" always give your PERSONAL SIGN. 

Upon hearing the call "OS" sent continually over 
the wire you will answer giving your office call; it will 
usually be a message addressed to all Agents, all 
Operators or some particular class of employees. 

If you are receiving at the wire and your instru- 
ment fails to work properly you should ask the send- 
ing operator to "dot" which he will continue to do until 
you get adjusted, when you will break in and say 
"OK" and give the last word received. 

If your instrument which is connected with a wire re- 
mains quiet for any great length of time, never open your 
key without first turning your relay adjusting spring 
high enough to break the local circuit in order to make 
sure no one else is working your line. If the circuit 
is found open apply the ground wire to ascertain in 
which direction from your office the trouble lies, if 
after careful adjustment no circuit be found, cut in 
the instrument on another line which is known to be 
working and if it also opens that line it would indicate 
the trouble was in your instrument and it should not 
be cut in on any line until repaired. 

If it be found necessary when working on a wire 
to leave the circuit open for a moment, it is necessary 
that you make explanation of the matter; if to 
answer the telephone, say, "ex me fone," if to deliver 
orders say "ex me trn." The circuit should never be 
left open longer than a minute in cases of this kind. 
If you are busy on another wire, or otherwise, and for 
any reason you cannot answer a call which is given you, 
you should, if possible, take the time to answer the office 



40 TELEGRAPHY 

by giving the signal ''25" and your office call; it is 
necessary that you first find out what office is calling 
you, in order that when you get time you may call it 
and find out what was wanted, using the signal "5" 
and your office call. 

Whenever you are repeating a message or a train- 
order and you are told by the sender that a word is an 
error, you should first open your key, then change your 
copy and repeat the copy as corrected. If for any 
reason when you have copied a message you wish to 
read it over and count the check before giving the 
OK, you should first open your key and keep it open 
until you are satisfied it is correct so no one will think 
you are through and take the circuit from you. 

Whenever you are receiving 1 a message and are in- 
terrupted by someone breaking in on you who is inclined 
to be meddlesome or is not adjusted, take the circuit 
and say "tts nt me" or "tts nt hr ga," adding the last 
word received, if the trouble continues the sender should 
make the signal "8" until he believes the person in- 
terrupting is adjusted or knows that he is "breaking" 
someone. 

If you are in doubt whether the receiving operator 
is copying what is being sent him, at the conclusion of 
some sentence say, "bk u tr?" or "u tr?" If he is 
receiving what you are sending he will answer by say- 
ing "I" and sometimes adding his office call. 

In taking the circuit from others you should do so as 
far as possible between their messages; this will avoid 
much confusion and error. Offices using the wire when 
interrupted have the next right to the circuit. 



TELEGRAPHY 41 

WIRE SIGNALS USED IN TAKING THE CIRCUIT FROM 

OTHERS. 

The word "wire" is used by the wire chief or by 
operators when given permission by the wire chief or 
lineman for locating wire trouble, and has preference 
over all other business on any circuit. The signal "grn" 
and "stx" may be used for speculative messages. The 
signal "corn" may be used to make a correction in any 
message which has already been sent out. The signal 
"govt" may be used for sending government messages 
which pertain strictly to the official business of the 
government. The signal "cable" will be used for send- 
ing messages. The last five signals have preference 
over all other business on any circuit exclusive or train- 
orders. * 

NUMERAL WIRE SIGNALS. 

There are a few simple sentences which are used 
so often that figures have been substituted for them 
and they are used to abbreviate and save time. Some 
impart special information while others serve to furn- 
ish an answer. There is a difference to some extent in 
their meaning on different lines, but the following are 
more or less in common use. 

1. Wait a minute. 

2. Very important. 

3. Train reports. 

4. Where shall I go ahead? 

5. Have you any business for me? 
7. Are you ready for business? 



42 TELEGRAPHY 

8. Close your key; you are breaking. 

9. To clear the line for orders and for operators to 
ask for orders. 

12. Do you understand? 

13. I, or we, understand. 

18. What is the trouble? 

19. Train-order. 

23. Accident or death message. 

25. Busy on another wire. 

29. Train dispatcher. Train orders. 

30. The end. 

31. Train order. 

33. Answer paid for. 

34. Message for all offices. 
55. Important business. 

73. Accept my compliments. 

92. Deliver quick. 

134. Who is at the key? 



ABBREVIATIONS. 

Abbreviations are used chiefly for wire conversation 
and are generally made by leaving out the vowels. Some 
are entirely arbitrary while others are spelled simply by 
sound. One should not use too many of the arbi- 
trary ones together. The following list will be found 
quite complete, the student should commit them to 
memory and practice them upon the wire as soon as 
possible as they are very important and no good 
operator can afford to be without them. The conversa- 
tion on railroads especially is nearly all abbreviated. 



TELEGRAPHY 



43 



A. 



abandoned, abnded 
about, abt 
abbreviations, abbn 
acknowledge, "x" (used in 

train orders only.) 
iccount, acct 
action, actn 
address, ads 
afternoon, P. M. 
agent, agt 
all right, art 
always, alwas 
amount, amt 
and others, "et al" 
innulled, annld. 
another, ahr (or) anr 



answer, ans 

any, ay 

anything, aytng (or) 5 

April, Apl (or) Apr 

are, r 

arrive (or) arrived, "a" 

ascertain, ascrtn 

assist (or) assistant, asst 

Assistant General Freight 
Agent, AGFA 

Assistant General Passen- 
ger Agent, A G P A 

attention, attn 

attorney, atty 

August, Aug 

Avenue, ave 



"B" Block (used in 

system only) 
back, bk 
baggage, bage 
barrel, brl (or) bbl 
battery, baty 
be, b 

become (or) became, 
been, bn 
before, b4 
better, btr 
between, betwn 
bill-lading, "BL" 
black, blk 



B. 

block blanks, blnx 

block, blk 

board, bd 

body, bdy 

book, bk (or) buk. 

bought, bot 

boulevard, blvd 
becm bound, bnd 

break, brk 

brakeman, brkmn 

building, bldg 

bushel, bu 

business, biz 

but, bt 

by, bi 



44 



TELEGRAPHY 
C 



can, en 

cancel former order, C F O 
cannot, cnt 
cashier, cashr 
cent, ct 
charge, chg 
check, ck 
chief, chf 
circuit, ckt 
clear, clr 

coal and water, C & W 
collect, coll 

collect on delivery, COD 
combination, combn 
come (or) came, cm 
coming, cmg 
commercial, coml 
Commercial News Depart- 
ment, C N D 



commission, comsn 
company, co 

complete, comp (or) "cm" 
compliments, 73 
conductor, condr 
conductor and engineer, 

C&E 
connection, conctn 
copy, cy 
correct, O. K. 
correction, "corn" (used 

only as a wire signal). 

cost, insurance and freight, 

"c if" 
could, eld 
creditor, cr 
crossing, xng 



D. 



day, da 

day press rate, d p r 
dead head, D H 
debtor, dr 
December, Dec 
decrease, dec 
democrat, dem 
deliver, 92 
delivery, dely 



delivery charges guaran- 
teed, dely chgs gtd 

difference, dif 

dinner, dinr 

disregard former service, 
D F S 

district, dist 

division, div (or) divn 

don't, dnt 



TELEGRAPHY 



45 



depart (or) departed, "d" 

Dispatcher, despr 

destroy, bust 

did, dd 

couble deck, DD 



doubt, dbt 
down, dwn 
dozen, doz 
draft, dft 
duplicate, dup 



E. 



east, e 

election, electn 
empty, em (or) mt 
engine, eng 
engineer, engr 
enough, enuf 
errors excepted, ee 



errors and omissions ex- 
cepted, "e»& o e" 
every, evy 
excursion, excn 
excuse, ex 
express, ex 
extra, exa (or) xtra 



F. 



favor, fvr 
February, Feb 
few, fu 
for, r 
foreign, forgn 



forward, fwd 
free on board, FOB 
freight, frt 
from, fm (or) fr 
foreman, 4 man 



General Baggage Agent, 

GB A 
General Freight Agent, 

G F A 
General Passenger Agent, 

GP A 



get, gt 

give better address, G B A 

give some address, G S A 

go ahead, G A 

go ahead arrival, G A A 

go ahead departure, GAD 



46 



TELEGRAPHY 



gomg, gg 
gone, gn 
good, gd 

good afternoon, P M 
good evening, G E 
good morning, G M 
good night, G N 
gossip, "guff" 



got, gt 

government, govt 
gfain, grn 
great, grt 
ground, gnd 
ground wire, g w 
guaranteed, gtd 
guess, gs 



He 



half, hf 

has, hs 

have, hv 

hear, (or) here, hr 

high, hi 



how, hw 

hogshead, H H D 
how is, hws 
hundred, hnd 
hundred weight, cwt 



immediately, immy 
important, impt (or) 55 
increase, inc 



instrument, instant 
invoice, inv 



January, Jan 

junction, jet (or) junc. 



J. 



junior, jr 



knew, nu 
know, no 



K. 



knows, nos 






last month, ult 
laugh, ha ha 
learn, lrn 
leave, lv 
letter, ltr 
light, lite 



TFXEGRAPHY 

L. 

loads, Ids 
local, loc 
look, luk 
loop, lup 
low, lo 
limited, ltd 



47 



M. 



made, md 
main, mn 
majority, maj 
make, mk 
manager, mgr 
manifold, mfld 
manifest, mfst 
manufacturer, mfr 
manufacturing, mfg 
many, mny 
March, Mar 
marked, mkd 
market, mkt 
matter, mtr 
May, Ma 
merchandise, mdse 



message, msg 

messenger, msgr 

might, mite 

mile, mi 

(mill) typewriter 

million, mln (or) myn 

minute,, min 

mistake, msk (or) bull 

mistaken, mskn 

Misses, Mrs 

Mister, Mr 

months, mos 

more, mo (or) mr 

morning, mng (or) A M 

much, mch 



namely, viz 
near, nr 
necessary, necy 



N. 



never, nvr 

new, nu 

next month, prox 



48 



TELEGRAPHY 



night, nite — (red) 
night press rate, n p r 
none between, n b 
north, n 
not, nt 
nothing, ntg 



November, Nov 

now, nw 

no more, nm 

no such number, N S N 

number, no 



o. 



obedient, obt 

obtain, obtn 

o'clock, k 

October, Oct 

of, o 

office, ofs 

one hundred, I hnd 

one thousand, I tnd 

O K, correct 

on time, ot 



opening, opg 

operator, opr 

opinion, opn 

order, ord 

O S, All offices take notice 

other, otr 

our, r 

"out" (of no account) 

out, ot 

owners risk, "O R" 



P. 



package, pkg 
paid, pd 
pair, pr 

passenger, pasgr 
pay, pa 
payment, payt 
people, peo 
pecks, pks 
pink, (rush)^ 
pint, pt 



please, pis 
pounds, lb 
Post Office, P O 
precinct, prct 
preferred, pfd 
present month, inst 
president, prest (or) pt 
principal, prin 
prohibition, pro 



quick, qk 



TELEGRAPHY 

Q. 

quotation, qtn (or) tick 



49 



R. 



railroad, R R 
railway, F.y 
ready, rdy 
rebate, reb 
receipts, rects 
received, reed 
receiving, recg 
red, (nite) 
refrigerator, refr 
release, "rel" 
relay, rela 



relief, rj 

repeat, rept 

report, rept 

report delivery charges, 

rept dely chgs 
republican, repn 
right, rite 

roast, (a great number) 
round, rnd 
rush, (pink) 



s. 



said, sd 

same, sm 

say, sa 

second, sec 

section, seen 

see, c 

see former order S F O 

see former service, S F S 

seen, en 

see your service, SYS 

single deck, S D 

sir, sr 

slow, slo 



some how, smhw 
some one, sm i 
something, smtng 
somewhat, smwt 
somewhere, smwr 
soon, sun 
south, s 
speak, spk 
special, spl 

special delivery guaran- 
teed, spl dely gtd 
sending, sendg 
September, Sept 



5o 



TELEGRAPHY 



service, svc 

several, svl 

should, shld 

siding, sdg 

sight, site, 

sign, sine 

signature, sig 

signed, sined (or) sgd 

station, stn (or) sta 

stay, sta 

stock, stx (or) stk 



stop for breakfast, sfb 
stop for dinner, sfd 
stop for night, sfn 
stop for tea, sft 
straight, strate 
street, st 

superintendent, supt 
supper, supr 
suppose, spose 
switch, sw 
system, sys 



T. 



take, tk 
talk, tlk 
tariff, tf 
telegraph, tel 

telephone, fone (or) phone 
thanks, tnx 
that, tt 

that is, tts (or) "i. e." 
the, t 
their, tr 
them, em 
then, tn 
there, tr 
they, ty 
thing, tng 
think, tnk 
this, ts 

this morning, tsmng (or) 
ts A M 



though, tho 

thought, thot 

thousand, tnd 

through, thru (or) tru 

tierce, tc 

to-day, toda 

together, togtr 

tomorrow, tomw 

tonight, tonite 

took, tuk 

tough, tuf 

track, trk 

train, trn 

transfer, tfr 

Traveling Passenger Agt., 

TPA 
trouble, tbl 
try, tri 
typewriter, (mill) 



unchanged, unchgd 
undelivered, undeld 



versus, "vs" 



was, ws 
water, wtr 
way, wa 
way bill, "W B" 
weather, wtr 
west, w 
wharf, whf 
what, wt (or) ? 
when, wn 
where, wr 
while, wile 



TELEGRAPHY 
U. 

understand, 13 



51 



V. 



very, vy 



W. 



why, wi 
who, wo 
will, wi 
with, wi 

word, wd (or) w 
worked, wkd 
would, wld 
write, rite 
wrote, rote 
wrong, wng 



: 'X" acknowledge (used in train orders only.) 



yard, yd 

yards, yds 
yes, es 
year, yr 
years, yrs 
yesterday, estrda 



yet, et 
you, u 
young, ung 
your, ur 
yes sir, esr 



GENERAL RULES AND INSTRUCTIONS FOR 
TELEGRAPH EMPLOYES. 

The telegraph department is under the management 
of the Superintendent of Telegraph, who will have charge 
of the telegraph service and other electrical business of 
the company, including construction and maintenance. 
The appointment of telegraph operators will be made by 
the Chief Train Dispatcher, of each division, in his capac- 
ity of chief operator. Such appointment must be ap- 
proved by the Division Superintendent. 

The Superintendent of Telegraph will report to and re- 
ceive his instructions from, the General Superintendent. 

CHIEF OPERATOR. 

Chief dispatchers acting as chief operators will be 
intrusted with the ordinary working of the line, testing 
and changing of circuits, and the direction of operators 
and repairers in the discharge of their duties. They will 
report to the Superintendent of Telegraph daily, the state 
of the weather and the condition of the circuits under 
their charge, the nature and location of interruptions to 
the circuits that have existed, or do exist, and what meas- 
ures have been taken for repairs. They will also report 
when lines previously reported as in trouble are repaired. 

Chief Operators will report any neglect on the part 
of operators or repairers that may come under their 
notice, and will at all times, manifest an interest in the 
successful operation of the wires, and will co-operate 

52 



TELEGRAPHY 53 

with the Superintendent of Telegraph in securing good 
working lines. 

The night train dispatchers will have charge of the 
wires on their respective divisions between the hours 
of 7:00 P. M. and 7:00 A. M., and will assume the 
duties of the chief operator during that time. 



OPERATORS. 

Telegraph operators report to and receive instructions 
pertaining to the business of the railway from the di- 
vision superintendent or train master, and pertaining 
to the business of the Telegraph Department from the 
superintendent of telegraph, and will obey the instruc- 
tions of the chief train dispatcher of the division. 

They are required to be constantly on duty during the 
hours assigned to them, and must not leave their of- 
fices without permission from the Train Dispatcher on 
duty. 

Office hours for operators at stations where there are 
no night offices are from 7:00 A. M. until relieved by 
the train dispatcher on duty. Office hours for opera- 
tors at stations where there are night offices, day 
operator, from 7:00 A. M. until 7:00 P. M. Opera- 
tors at such stations are required to come on duty 
promptly at the regular hour, and remain on duty until 
relieved by their colleague, or excused by the train dis- 
patcher. At offices where more than one day or night 
operator are employed, there must be one person on 
duty at all hours. Day operators must keep the loca- 
tion of their residence posted up inside bill boxes, at 
stations where there are no night offices, so that traii> 
men may know where they are to be found. 



54 TELEGRAPHY 

Operators must not go beyond hearing of their call, 
nor leave the office without first notifying the . train 
dispatcher and obtaining his permission. 

Operators will assist and obey the instructions of the 
station agent, when it does not interfere with their du- 
ties as operators. 

There must be no delay in obtaining answers to 
telegrams. If a reply cannot be had in reasonable time, 
the sending office must be promptly notified of the 
reason. 

It will be the duty of the agent and operators to see 
that the train-order signals are kept in good working 
order and ready for use at all times, and when neces- 
sary oil them, using kerosene oil to make them work 
freely. Should the signal become disabled and out of 
order, and repairs needed, prompt notice must be sent 
to the train dispatcher by wire r giving cause of trouble, 
and stating what material is required for repairs. 

Operators are expected to make suggestions and give 
such information from time to time, as is calculated to 
improve the service. Should anything occur which 
does, or is likely to impair the service in any way, it 
must be reported at once to the Superintendent of 
Telegraph. Operators will familiarize themselves with 
the Western Union Book of Rules and obey them. 

Operators are required to devote themselves exclu- 
sively to the service of the company during business 
hours ; those having other duties to perform in the freight 
department will not allow such duties to prevent proper 
attention being given to the telegraph. At offices 
where there is but one day and night operator, the day 
operator acts as agent or manager, and is held re- 
sponsible for all the cash taken in. 



TELEGRAPHY 55 

Operators are required to be in their offices when 
trains are due or at their stations and not out 
on the platform unless the service requires their pres- 
ence there; they will keep a register of all trains pass- 
ing their station and the reports from such stations as 
the train dispatcher may require and report the same 
promptly to the dispatcher. 

They must give public notice upon the bulletin 
board of the time trains carrying passengers are due, 
and whether on time or how much late. 

All instruments necessary for the use of the tele- 
graph department at each office, will be furnished by 
the Company, which together with the office furniture 
and fixtures must be kept clean and in good order. No 
private instruments will be allowed upon the wires, and 
no private lines must be connected with any office 
without the permission of the Superintendent of Tele- 
graph. 

Always try to be accommodating, treating all persons 
with respect, with whom you come in contact. Do not 
get out of patience if traveling men make what might 
seem unreasonable requests, or ask a small favor. Be 
ready at all times to aid feeble or old persons on and 
011 trams, and make yourself of worth to the Com- 
pany and your services will be rewarded. Remember 
a good word spoken of you from the traveling public, 
will soon reach the officials and greatly figure in your 
chances for promotion. 

Do not depend upon any one to do your work for 
you; or meddle with other employees' business unless 
your help be requested. 

In case of accident, no account or message respecting 
it, other than regular tariff business, must be sent un- 



56 TELEGRAPHY 

less to an officer of the Company, signed by an agent, 
conductor or other authorized person, nor must it be 
made the subject of conversation or remark over the 
wire or otherwise. Particulars for the public, or for 
publication will be furnished only by an officer of the 
Company, or upon his authority. 

Contention for circuit will not be permitted. Any 
operator who follows this practice will be promptly dis- 
missed. In case of doubt, or when unable to "raise" 
an office within a reasonable length of time, operators 
must promptly call upon the Chief Operator or Super- 
intendent of Telegraph for assistance. 

Operators must make themselves familiar with their 
switch-board and cut-outs, so they can connect wires as 
directed by the testing operator. Always be sure that the 
testing operator has finished his directions before com- 
mencing to connect wires, or to remove ground wire. 
When directed to cross-connect, open, close or ground a 
wire, follow directions carefully. When they have been 
carried out say "now" and always keep an instrument on 
the wire on which instructions are being given, until 
communication is restored. Never connect wires vice 
versa unless directed to do so. Operators must invari- 
ably sign their office call when using the line for any 
purpose whatever. 

They will block all trains the required time apart, as 
provided in the rules, unless otherwise directed, and must 
keep a full set of signals in good order, and always ready 
for immediate use, and use them strictly in accordance 
with the rules and observe the rear of trains and report 
at once to the superintendent or train master if markers 
or red lights are not displayed as provided by the rules. 

When fixed signals become soiled or faded, operators 



TELEGRAPHY 57 

will report their condition to the superintendent or train 
master. 

Operators using positive block must not give a train 
that is blocked a clearance card, unless they are posi- 
tively sure that the train can proceed. 

The day operator will be held responsible for the work- 
ing condition of the train order signal. 

Operators will report the state of the weather in cases 
of rain, snow, fog or severe storm in their vicinity, day 
or night, to the train dispatcher. 

Where two or more operators are employed, one must 
always be on duty. Operators going off duty must no- 
tify relieving operators of any undelivered orders, re- 
lieving operators receipting for them on the face of 
orders ; also notifying relieving operator of any unfin- 
ished business. 

Operators must not leave their offices before the arri- 
val of an expected train that is due, without permission 
of the train dispatcher. 

They must not leave their office while a train is at the 
station, unless required by business connected with the 
train. 

When they are given leave of absence, they must be- 
fore leaving, see that their substitutes are thoroughly 
acquainted with the duties of the office, the management 
of the switch-board, instruments, batteries, etc. 

Before opening a key, they must adjust the relay, using 
special care in wet weather, to make sure that the cir- 
cuit is not in use. 

They must in transmitting, write firmly, space care- 
fully and take every precaution to guard against mis- 
takes. 

They must use good judgment in working with inex- 



58 TELEGRAPHY 

perienced operators, and must regulate their speed of 
transmission to suit the capacity of the receiving oper- 
ator, to avoid breaking, or possibility of error, and the 
consequent loss of time. 

They must not receive messages to be transmittec^free, 
unless such message pertain to the business of the com- 
pany, and are signed by an officer, agent, or employe, ex- 
cept answers to such messengers. 

They must promptly deliver messages received, con- 
sider all messages confidential, and not permit them to 
be read by any person except those to whom they are 
addressed, nor make their contents the subject of conver- 
sation or remark. 

All messages not relating to the business of the com- 
pany must be paid for, unless otherwise ordered by the 
proper authority. 

They must record in the proper place upon the face 
of each message received and sent, the time, date, month 
and year, and the initials of the operator who received 
and sent it. 

No alterations, additions or erasures will be allowed on 
original messages after transmission, and they will be 
retained in the files, unless they are called for by the 
Superintendent or general officer or by Superintendent of 
Telegraph. If originals are called for, a copy must be 
left in the files, with a memorandum attached showing 
the disposition of the original. Railroad messages, after 
being transmitted, must be carefully filed daily, and pre- 
served for one year, unless otherwise directed. 

All telegrams received for delivery to an officer of the 
company, who may be en route upon the road, must be 
enclosed in a proper envelope and sealed, and addressed 
to him before delivery. 



TELEGRAPHY 59 

Operators should require persons leaving messages at 
their offices for transmission, to read them aloud before 
they are accepted. 

They must exhibit a courteous disposition at all times, 
in and about their offices, and over the wire, avoiding 
unnecessary conversation ; be polite to all and prompt in 
furnishing proper information to those entitled to it. 
The use of profane, obscene or ungentlemanly language 
over the wires, or in and about the company's offices, is 
positively prohibited. 

Students must not be allowed to enter or practice in an 
office without first obtaining permission from the Super- 
intendent of Telegraph. The attention of students must 
be called to all rules of the company, and particularly to 
those relating to the privacy of telegrams. 

The regular operators will be held responsible for any 
interruptions that may occur to the line, or delay to busi- 
ness, caused by incompetent or unauthorized persons 
using the instruments. 



THE DOUBLE ORDER SYSTEM. 

In the double order system, the dispatcher calls up all 
offices where orders can soonest be delivered to the train 

j concerned, and sends the order to each at one transmis- 

1 sion ; the order being worded so that it serves for both 
trains. This system is considered the most reliable and 

! less liable to error. 

Note — Among the points in its favor might be stated 
that the mental strain upon the dispatcher arising in the 
single order system where he has to keep several different 
orders in his mind at the same time, lest he gives different 

I meeting points to different trains, thereby causing 



6o TELEGRAPHY 






wrecks, is entirely absent in the double order system. In 
preparing this order the dispatcher cannot possibly give 
different meeting points, as there is but one message to 
each train and being sent to both at one sending, each 
must get the same as the other. 

Thus we have several addresses; one for each train 
concerned which are transmitted in tfcieir respective 
order. 

GENERAL INSTRUCTIONS IN TRAIN ORDER WIRE WORK. 

Trains are addressed in train orders as follows : , "Let 
HB" be the office call for Hannibal. In addressing an 
order to 2nd. No. 62 at Hannibal, the following form is 
used: "To HB C & E 2nd No. 62." For different trains 
at different stations, substitution is made for the different 
station office calls in the place of "HB" and the different 
trains in the place of "2nd. No. 62." 

Train orders are numbered in transmitting in succes- 
sion each day, No. 1 commencing at midnight. 



ORDER OF TRANSMISSION. 

Order No 

Trains addressed to at each station. 

Period. 

Body. 

Signature. 

Example of a simple train order as sent on the wire. 
Letters in the parenthesis () are sent, but not copied by 
the receiving operator. 



TELEGRAPHY 61 

(31 copy 3) Order No. 1. 
(to) HB C & E No 55 
(to) I C & E No 6 ( .) 

No 55 Eng 286 and No 6 Eng 13 will meet at Callao 
instead of Shelbina. (sig) F. W. H. 



ACKNOWLEDGMENT OF RECEIPT OF TRAIN ORDERS. 

When it is desirable to have the train of inferior right 
receive its orders and act upon them before the order is 
completed and delivered to the train of superior right, it 
is necessary for the dispatcher to receive an acknowledg- 
ment (from the operator who has the orders for the train 
of superior rights) that he will hold the superior train 
until they get the order before he can allow the train of 
inferior right to proceed. Example : 
No 65 No 66 

A. B. C 

Let us suppose that No. 65, the inferior train, is now 
waiting at station "A" and that No. 66, the superior train 
has not yet arrived at station "C," and they are to meet 
at station "B." Now if the dispatcher is sure that No. 
65, the inferior train, will get a copy of the order, he can 
allow operator at station "A" to repeat and complete his 
order first and No. 65 could leave station "A" and pro- 
ceed to the meeting point, which in case No. 65 was a 
heavy train, would greatly lessen the cause of delaying 
No. 66 at the meeting point. 

Thus for acknowledging receipt of a train order and 
assuring the dispatcher, the train addressed will be held 
until a copy is delivered the form of X ing is used as an 
abbreviated form. 



62 TELEGRAPHY 



ORDER OF "x ING." 

Form and order No 

Your office call. 

Train addressed at your station. 

The letter "X." 

Your personal sign. 

Example of "Chillicothe" or "Hi" office "X ing" Order 
No. i. "31 No 1 HI C & E No. 6 X Go." 



ORDER OF REPEATING. 

Form and order No. ...... 

Your office call. 

Train addressed at your station. 

The letter "X." 

Your personal sign. 

Period. 

Body of the order. 

Conductor's signature and his train number. 

Example of "Hannibal" or "HB" office repeating 
Order No. 1. "31 No 1 HB C & E No 55 X SN ( .) 
No 55 Eng 286 and No 6 Eng 13 will meet at Callao 
instead of Shelbina." 

Sig. Johnson condr trn No 55. 

HOW TO COPY ORDERS ON THE FORMS. 

Let us next make a careful study of the two following 
forms which are adopted as the standard for copying 
train orders. On the first "form 31," let us suppose that 



TELEGRAPHY 63 

Hannibal office is going to copy and using "HB" for his 
office call, "SN," for his personal sign. On the second 
"form 19," suppose that Chillicothe is going to copy and 
use "HL" for his office call, "Go" for his personal sign. 
The dispatcher after calling "HB" and receiving his re- 
ply, would say, "31 copy 3," meaning make three copies 
on form 31 ;" then after raising "HI" would say, "19 copy 
3," meaning "make 3 copies on form 19." Then he would 

start out with Order No , stating the number which 

we will suppose was 10; both operators would then put 
the number 10 on the blank space opposite the Order 

No The dispatcher would then address "HB" 

and give him his train address as follows : To HB C & 
E Exa 427 West. The operator at "HB" would then 
write after the word To The train ad- 
dress, C & E Exa 427 West and his station name "Han- 
nibal" after the word At The dispatcher 

would then address "HI" and say, "To HI C & E 2nd 
No 46," and make a period, indicating that he was ready 
to begin the body of the order. Operator at "HI" would 
fill in the form the same as "HB," only it would read "To 
C. & E. 2nd No 46 at Chillicothe/' Commencing with the 
period, the dispatcher would send the body as follows : 

"Exa 427 West has right of track against 2nd No 46 
Eng 928 Hannibal to Callao." Sig F. W. H. 

Both operators would copy the body as sent in the 
space provided ; at the conclusion of the dispatcher's ini- 
tials "F. W. H.," the dispatcher would address "HB" 
as follows : "To HBX." Operator at "HEB" would then 
take the wire and say, "31 No 10 HB C & C Exa 427 West 
X SN." The dispatcher would then give him OK and 
the time as follows: "31 No 10 OK 751 PM F. W. H." 
Operator at "HB" would then write his initials and the 



64 TELEGRAPHY 

time after the letter X Opr M. 

The dispatcher after giving him OK, would address "HI" 
as follows : "To HI ga," Operator at "HI" would take 
the circuit and say, "19 No 10 HI C&E2nd No 46 X 
GO," make a period and repeat the body, giving his own 
name as signature. The dispatcher would then give him 
complete and the time as follows: "19 No 10 OK & 
complete 755 PMF.W, H." "To HB ga." Operator 
at "HI" would write the word complete after the word 

Made and the time 7 155 PM after the word 

Time and his name Gregory, before the word 

Opr., and also fill in the spaces X 

Opr M'., with his initials and the time. 

Operator at tk HV" would then give the circuit as follows : 
"31 No 10," make a period and repeat the body giving 
the conductor's name and signature. The dispatcher 
would them give him complete as follows: "31 No 10 
complete 758 PM. F. W. H." Operator at "HB" would 
write the word Complete in the column headed "Made" 
and the time in the column headed "Time" and his name 
in the column headed "Operator." Each operator will 

fill in the blank places 190. . . . , without 

instructions from the dispatcher. 

It must be remembered that No. 31 order cannot be 
completed until the signature of the conductor, or person 
addressed is signed to the order, and the same has been 
transmitted to the dispatcher. Upon repeating back an 
order, if you have not yet the conductor's signature to send 
to the dispatcher, you will only receive the OK response 
and the time, which time goes in the space provided — 

Repeated M. After you have received the 

conductor's signature to an order, which you have al- 
ready repeated, you must then get the wire and repeat 



TELEGRAPHY 



65 



MISSOURI 

CENTRAL 

ROUTE 



19 



TRAIN ORDER No.. 



10 



Chicago, 111.. Aug 8th, 1 9Q 4- 



FORM 

19 



To C & E 2nd No 46 



x_ 



GO 



_Opr 



At_ 


Chillicothe 




STATION. 




7:55 


p M. 



Exa 427 West has right of track against 
2nd No 46 Eng 928 Hannibal to Callao. 



F. W. H. 



CONDUCTOR AND ENGINEMAN MUST BOTH HAVE A COPY OF THIS ORDER. 



Made Complete timeJl*LL-.M. 



Gregory, 



.Opr. 



66 



TELEGRAPHY 



1 



MISSOURI 

CENTRAL 

ROUTE 



FORM 

31 



TRAIN ORDER No.. 



10 



Chicago, 111. Aug, 8. 19Q 4. 



FORM 



31 



To_ 



O & E Exa 427 West, 



At. 



Hannibal 



SN 



_Opr._ 



7:51 



_M. 



Exa 427 West has right of track against 
2nd No 46 Eng 928 Hannibal to Callao. 



F. W. H. 



CONDUCTOR AND ENGINEMAN MUST BOTH HAVE A COPY OF THIS ORDER. 



Repeated at- 



7:58 



„Af. 



CONDUCTOR TRAIN 



Jones 



427 W 



MADE 



Complete 



TIME OPERATOR 



7:58 P. M. 



Seaton 



TELEGRAPHY 67 

the same to the dispatcher in the following form: "31 
Order No 10 sig Jones trn Exa 427 West." The train 
dispatcher will then give you complete as follows: "31 
No 10 complete 758 PM F. W. H." 

TRAIN ORDER WIRE WORK. 

(As overheard on the wire from start to finish.) 

Meaning of the abbreviations used in the following: 

"HB"— Office call for Hannibal, "SN"— Operator's 
personal sign. 

"HI"— Office call for Chillicothe. "GO"— Operator's 
personal sign. 

"CU"— Dispatcher's office call. "F. W. H."— Dis- 
patcher's initials. 

"Hr — Here 29" — Train dispatcher, train orders. "31 
and 19" — Forms of orders." 
."Cy— Copy." "U— you." "&— and." 

Example of what would be heard go over the wire in 
the "X" order system as used in the previous order: 

(Dspr) Hr 29 HB HB HB 29 CU 

(Opr HB) I I HB 

(Dspr) 31 cy 3 u & HI 29 HI HI 29 CU HI 

(Opr HI) I I HI 

(Dspr) 19 cy 3 ( .) 

Order No 10 

To HB C & E Exa 427 West 

To HI C&E2ndNo46 ( .) ( .) 

Exa 427 West has right of track against 2nd No 46 
Eng 928 Hannibal to Callao. Sig F. W. H. 

To HB X CU 

(Opr HB) 31 No 10 HB C & E Exa 427 West X SN 

(Dispr) 31 No 10 OK 751 PM F. W. H. To HI ga 



68 TELEGRAPHY 

(Opr HI) 19 No 10 HI C & E 2nd No 46 X GO ( .) 

Exa 427 West has right of track against 2nd No jC 
Eng 928 Hannibal to Callao. (.) Sig Gregory, 

(Dspr) OK Hr msg CU FW 

Fm Chicago 10 

To condr 2nd No 46 (.) 

Leave one large box for hay at Shelbina, and one spl 
stock car at Callao (.) 

(Sig) FWH 

19 No 10 complete 755 PM F. W. H. to HB ga (.) 

(OprHB) 31 No 10 ( .) 

Exa 427 West has right of track against 2nd No 46 
Eng 928 Hannibal to Callao (.) 

Sig Jones trn Exa 427 West 

(Dspr) Hr Clip CU FW 

Fr Chicago 10 

To condr Exa 427 West (.) 

Pick up 2 cars cattle at Palmyra Jet and take them 
through (.) Sig F.W. H. 

31 No 10 complete 758 PM F. W. H. 29 CU HI HI 
29 CU 

(Opr HI) I I HI 

(Dspr) OS 

(Opr HI) OS OS HI 2nd No 46 by 801 HI 

(Dspr) OK CU 

BREAKING IN TRAIN ORDERS. 

Breaking is to open the key and stop the sending 
operator when you miss a letter or word. In breaking 
in an order should you miss the order No, say "No" ; 
in the address say, "To" ADDING YOUR OFFICE 
CALL; in the beginning of the body, say, "period ( .)"; 



TELEGRAPHY 69 

in the body give the last word received ; in the signature, 
say, "sig." 

(For other forms of Train orders, see Standard Code 
as revised by the American Railway Association, in 
another portion of this book.) 

RAILROAD TELEGRAMS. 

Railroad telegrams or messages are those which are 
sent and revised between officials, agents and other em- 
ployees of a railroad company, and pertain strictly to 
business of the company. They have no checks, and no 
record is made of them, are brief and concise as possible 
and usually composed of many abbreviations, are ad- 
dressed and signed with full names, except when limited 
to one division, in which case initials are generally used. 

Each message received must show on its face from 
which office it was sent, the signatures of both sending 
and receiving operators and the time received. 

Telegrams addressed to persons on trains (except 
those addressed to train men) must be enclosed in sealed 
envelopes. The contents of all telegrams must be held 
strictly confidential. 

GENERAL INSTRUCTIONS IN RAILWAY MESSAGE WIRE WORK. 

The signals "Hr," "Anr," or "Ahr," are used to an- 
nounce the beginning of a message, and to the operator 
seem as plain as for some one t6 say, "Here" or "Here is 
another," sometimes they say, "Hr msg" or "Hr clip" ; 
any of the above terms mean get your message blank, 
here is a message for you. Following this will be sent 
the office call, of the sending office, then the personal 
sign of the sending operator; following his sign will 



70 TELEGRAPHY 

come the signal "Fm" or "Fr," which announces that 
the place from which it is being sent and the date will 
follow, following the date the signal "To" announces 
that the address will follow; following the address the 
signal "period (.)" announces that the body will follow, 
at the conclusion of the body the signal "sig," announces 
that the signature will follow. The above signals are 
sent by the sending operator, but never copied by the re- 
ceiving operator. 

ORDER OF TRANSMISSION. 

Office call of sending office. 

The sending operator's personal sign. 
/ Place from and date. 

Address of the message. 

Body. 

Signature. 

Example of how a Railway message is transmitted. 
The combinations of letters enclosed in the parenthesis 
( ) are sent by the sending operator, but not copied by 
the receiving operator. 

(Hr msg) HB SN 

(Fm) Hannibal 12 

(To) Bloomdahl, Sect 4 man, HI ( .) 

Go to Shelbina and help raise track next week work 
5 men. (Sig) J. B. D., R. M. 

HOW TO COPY MESSAGES ON THE FORMS. 

Let us now make a study of the following form which 
will be found similar to that used on most roads. Let 
Hannibal be the sending office, "HB" the office call, and 
"SN" the operator's personal sign. Let Chillicothe be 
the receiving office, "HI" the office call, and "GO" his 



TELEGRAPHY fl 

personal sign. After calling "HI" and receiving his re- 
ply, "HB" would say, "Hr msg," meaning get your blank 
I have a message for you; following this he would give 
his office call "HB" which the operator at "HI" would 
place in the space under the words office call, next he 
would give his personal sign, "SN," which the operator 
at "HI" would place in the space under the words Sent 
By, and under the words Received By, he would put his 
own personal sign "GO," and the time received in the 
space under the word Time, then the operator at "HB" 
would say, "FM Hannibal 12," operator at "HI" would 

then write Hannibal 12 opposite the word From 

and also the year in the place provided 19. ... ; then ope- 
rator at "HB" would say, "To Agt HI," the operator at 
"HI" would place the abbreviation "Agt" after the word 

To and his office call, "HI" after the word 

At , the operator at "HB" would then make 

a "Period ( .)," which announces the beginning of the 
body of the message and send the body and signature 
as follows: 

Pis advise how many psngrs for the excn tomorrow 

Sig. W. D. B. 

The operator at "HI" would copy the body and signa- 
ture on the blank space provided for that purpose, and 
would acknowledge receipt of the message by giving the 
signal OK, his personal sign and his office call as follows : 
OK GO HI. After receiving the OK and his personal 
sign, the operator at "HB" would time the message by 
placing on its face the receiving office call, the receiving 
operator's personal sign, his own personal sign and the 
time as follows : HI 132 PM SN GO. 

In copying messages, you should always place your 
personal sign and the time received, in the proper places 



72 



TELEGRAPHY 




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TELEGRAPHY 73 

at the same time you are receiving it, then it will never 
be omitted. This will be found quite difficult at first, but 
by careful practice from the start it can soon be mastered. 

BREAKING IN RAILWAY MESSAGES. 

When breaking in railway messages, should you miss 
the "office call" of the sending office, say "sine" ; the per- 
sonal sign of the sending operator, say, "wo" ; the name 
of the place from which it was sent, say "fm"; in the 
date say, "date"; in the name or initials of the address 
say, "to"; in the beginning of the body, say, "period (.)"> 
in the body, give the last word received ; in the signature, 
say "sig." 

TELEGRAPH REPORT CALLED "THE SOUP TICKET" 

CallaO Station 8/16 190 7. 

Train No. Exa 927 East Engine No. 927 

Arr. 3 10 AM. Dep. 3 28 AM. 

LOADS EMPTIES PASSENGER 

stock 15 N.W. Mail and baggage 

Time Freights 4 Foreigns H Coaches 

D Freight 807 Tons Sleepers 

WilSOn Conductor. 

The above report would be sent as follows : 
(Hr soup tkt) CL AM "S" "4:08 PM." 
(fm) Callao 16 (.) 

Trn exa 927 East a 310 d 328 Lds 15 Time Frt 4 Mts 
Fgn 11 Total Tons 807. (sig) Wilson. 



74 



TELEGRAPHY 
THE DETAIL TRAIN REPORT 



To the Train Dispatcher: 

Chillicothe 8/16 190 6 

Train 116 Left 4:10 PM. Engine 896 

Engineer L S Morgan Conductor King 

LOADS. 

Give contents and destination of each load and state when 
carded, or Time Freight. Give route of Eastern Time Freight. 



No. lbs. 


Contents 


Destination 


Time 


Route 


Ton- 
nage 


17 


Sheep 


Kansas City 






450 


11 


Hogs 


£ 6 






330 


1 


Horse 


Omaha Stk Yd 




U P Trns 


30 



EMPTIES. 



Give initials, Kind of Cars, Destination, and Size of Local 
Box and Stocks. 



No. Mts. 


Initials 


Kind 


Destination 


Size 


Tonnage 


4 


C & N W 


Box 


Home 




48 



King Cond'rorAgt. 



TELEGRAPHY 75 

Detail train reports are started the same as "soup 
tickets/' and are sent directly across the page with period 
made at the end of each line ; when through sending, the 
loads announce the Empties. Example : 

(Hr. detail) HI BN "ON" "125 PM." 

(fm) Chillicothe 16 

(to) Dspr ( .) 
Trn 116 d 4 10 PM Eng 896 Engr L S Morgan 

Has Lds 17 Sheep Kansas City, Tons 450 ( .) 
11 Hogs do Tons 330 ( .) 

1 Horse Stk Yds Via U P Trains Tons 30 

(•) 
Mts 4 C & N W Bx Home Tons 48. Sig King. 



CAR REPORT LOCAL. 

These reports differ in form on different roads, but 
the principle is the same. 

In sending this report, announce it as "cars," sign 
your office call and then send the letter over such part 
of the report as you have to fill out. Example : B 2 E 
1 M 3 Q 4 R 12 U 3 V 8, and again sign your office 
call. The operator in the dispatcher's office has a similar 
form upon which he places the numbers under the letfers 
as you name them. 



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TELEGRAPHY 



77 



CAR REPORT FOREIGN. 



Orders for foreign cars are addressed to the train dis- 
patcher but must be on the foreign report. The dispatcher 
then turns the foreign report over to the Car Service 
Agent. 



Received From 

CN 



Time Received 

3:25 PM. 



Sent By 

G 



Received By 

AS 



From West Chicago 111 
To F.W.H. Chgo 

Order No. 4 Time Filed 

A. Cars Wanted i (Number) 

B. Initials 

C. Class of Cars wanted 

D. Size of Cars wanted 

E. Where Wanted 

F. Date wanted ' 

G. To be loaded with 
H. Destination 
J. How routed 



16 



3:15 PM 
One 
Mather 
Feed & Water 
36 ft 
West Chgo 
19 

Export Cattle 

New York City 

Via Chgo & M C Ry 

Signed M Cannon 

Agent. 

In sending the above report, it should be announced 
by the Form Number, or as Foreign and send as follows : 



78 TELEGRAPHY 

(Hr 46) CN G "AS" 

(fm) West Chicago in 16 

(to) F. W. H. Chgo 

Order No 4 Filed 315 PM 

A One 

B Mather 

C F & W 

D 36 ft 

E West Chgo 

F 19 

G Export Cattle 

J Via Chgo &MCRy 

Sig M Cannon Agt. 

An accident report will be sent similar to the above by 
cipher letter; they are used to save time; at the same 
time to give clear account of what is wanted. 



GENERAL INSTRUCTIONS IN COMMERCIAL MESSAGE WORK. 

In handling commercial messages in the ordinary tele- 
graph office, two sets of message blanks are used ; each 
set is composed of one sending, and one receiving mes- 
sage form, the sending and receiving forms in each set 
are exactly alike. One set, which is used for Day mes- 
sages, is printed in black ink, and is called Black, or day 
message forms ; the other, which is used for Night mes- 
sages, is printed in red ink, and is called Red, or Night 
message forms. 

A message addressed to a place to which it is being 
sent (one which is not to be relayed or transferred), is 
called a CITY. 

A message addressed to some place other than the place 



TELEGRAPHY 79 

to which it is being sent, (one which is to be relayed 01 
transferred), is called a THROUGH. 

A message will be understood to be a Day, or on a 
black form, unless the word Red or Night, is made in 
the signals announcing the beginning of the message. 

If we have a day message addressed to some person in 
Chicago, and we can by using our line or wire, communi- 
cate direct with Chicago office, as soon as the operator 
at Chicago would answer his call, we would give him the 
following signals, "Hr city." He would at once know 
that we have a Day message addressed to some person 
in Chicago, and would copy on the black form. In case 
it was a night message, we would say, "Hr city red," or 
"Hr city nite," in which case he would copy on the 
night message form. 

If our message was a day and addressed to some per- 
son in Boston, Mass., and Chicago was our relay office, 
we would say, "Hr tru." The operator at Chicago would 
at once know we have a message to be copied on the day 
form which is to be relayed or sent on some other line 
from his office to destination. In case the message was a 
night, we would say, "Hr tru red," or "Hr tru nite." He 
would then copy on the night message form. 

Thus we have the following signals which are used to 
announce the beginning of a message: 

Hr city Black form 

Hr tru Black form 

Hr city red Red form 

Hr tru red Red form 

Hr city govt Black form 

Hr tru govt Black form 

Hr city red govt Red form 



80 TELEGRAPHY 

Hr tru red govt . . . . Red form 

Hr Cabfe .Cable form 

Any of the above signals mean get your message 
blanks, I have a message for you, and are sent by the 
sending operator but never copied by the receiving oper- 
ator. Messages between the larger offices, which have 
considerable business, are numbered commencing with 
No. i at the opening. Sent messages to each office being 
numbered separately, received messages from each office 
being numbered separately. 

After the signals announcing the beginning of a mes 
sage, will be sent the number of the message and the 
office call of the sending office, then the sending operat- 
or's sign; following his sign "ck" indicates the check 
which gives the number of words subject to tariff, and 
tells whether a message is paid, to be collected, or free ; 
(if free, explaining why) will follow ; then the signal 
"fm" announces the place from and the date will follow, 
then the signal "to" announces that the address will 
follow; then the signal "period ( .)" announces the be- 
ginning of the body will follow ; then the "sig" announces 
that the signature will follow. 



ORDER OF TRANSMISSION. 

1. The number of the message and official call of the 
sending office. 

2. The sending operator's personal sign. 

3. The check of the message. 

4. The place from and date of the message. 

5. The address of the message. 

6. The body of the message. 



. 



TELEGRAPHY 81 

7. The signature of the message. 

Example of transmitting a simple commercial message : 

Hr city No 1 BN AH ch 5 Paid 

fm Shelbina No 19 

to Adams Bros. & Co. * 

Brookfield, Mo. 
Will arrive five ten tomorrow. Sig James Parker. 

THE SENDING FORM. 

Let us now make a study of the following form, which 
being printed in black ink, and a sending form, indicates 
that it is a day sending blank. 

Receiver's No. refers to whoever accepts or re- 
ceived the message from the customer. In the large 
commercial offices, the person who accepts the messages 
from the public is known as the receiving clerk, and he 
would place under the words, "Receiver's No." his per- 
sonal sign and also number it. Operators at small sta- 
tions would place only their personal sign under the 
words, "Receiver's No." The object being to have the 
sign of the person who receives the message from the 
customer, upon the blank, in case the message be not 
understood the same can be referred to him. 

Time Filed refers to the time the message was 
presented by the sender at the sending office for transmis- 
sion, but has no reference to the time it is transmitted by 
wire. 

Check refers to the number of words contained in the 
message which are to be counted and charged for, except 
in the case of collect message. The word "collect" is 
added in the check to assist in indicating that the tolls 
of the message are to be collected. The word collect in 
the check of the message is never charged for. 



82 



TELEGRAPHY 



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TELEGRAPHY 83 

Let us now presume that the above message has been, 
presented at Chillicothe, Mo., office for transmission, and 

• as it meets all the requirements of Rule 1, the operator 
will observe Rule 2 and see that the month, and the day, 
are correctly noted thereon ; by referring to his time-piece 
he finds the time it was presented to him to be sent was 
9:19 A. M., which he will place under the words, "Time 
Filed" ; he will place his personal sign, which we will 
presume as "AH," under the words "Receiver's No." 
Now by carefully reading every word, he finds according 
to Rules 3 t o 8 inclusive, there are six words to be 
counted and charged for, which makes the check 6 paid. 

I If the sender had desired it sent collect, and met all the 

, requirements of Rule 13, he would have made the check 
7 collect, instead of 6 paid. 

He should obtain and file the address of the sender, if 

1 not well known, in case any reply or service should be 
received pertaining to the message, the sender can be 
notified. 

RECEIVING FORM AND HOW TO COPY ON THE SAME, 

Let us presume that the operator at Chillicothe, who 

has the message for Brookfield, sends it over the wire 

j while the operator at Brookfield makes a copy of the 

I same on the receiving form below. Office call for Chilli- 

1 cothe, "HI;" Brookfield, "BF;" Operator's personal sign 

at Chillicothe, "H ;" Brookfield, "VC." 

RECEIVING FORM. 

After calling "BF" and receiving his reply, operator at 
"HI" would say, "Hr city." The operator at "BF" 
would at once know that "HI" had a message for him, 



84 



TELEGRAPHY 



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TELEGRAPHY 85 

and it is a day message, and to be copied on a day mes- 
sage form. He would, therefore, get the above form 
and copy as follows : Operator at "HI" after giving him 
the signal "Hr city," would send the number of the mes- 
sage, and his office call which being the first message to- 
day would be "No 1 HI." Operator at "BF" would 
write "1 HI," under the word number, operator at "HI" 
would then send his personal sign "AH," which the 
operator at "BF" would write under words, "Sent By," 
and would write under his own personal sign "VC" 
under the words "Received By," operator at "HI" ; would 
then say, "Ck 6 Paid." Operator at "BF" would write, 
"6 Paid" under the word "Check"; operator at "HI" 
would then say, "fm Chillicothe Mo 19." Operator at 
"BF" would write "Chillicothe Mo 19" on the same line 

after the word, "Dated " ; operator at 

"HI" would then say, "to James Perkins." Operator at 
"BF" would write the name of "James Perkins" after the 
word "To" ; operator at "HI" would then make a "com- 
ma ( ,)" which in this case means to the receiving opera- 
tor, drop a line for the address, following the comma the 
operator at "HI" would^say, "931 Main St." The opera- 
tor at "BF" would write on the line below the name com- 
mencing about half way under the name, "931 Main St," 
operator at "HI" would make another "comma ( ,) 
Brookfield, Mo." Operator at "BF" would observe the 
comma this time also and commence about half way 
under the street address and write, "Brookfield, Mo."; 
operator at "HI" would then make a "period ( .)" and 
send the body and signature as follows : "Come home at 
once mother worse sig Walter Perkins." Operator at 
"BF" would then copy the body and signature on the 
blank space provided for that purpose, omitting the ab- 



86 TELEGRAPHY 

breviation "sig" On the line, "Received at 

190.." the operator at "BF" will observe Rule 32 and 
place "Brookfield, Mo., 9.25 A. M., July 19, 1904," and 
will count the number of words in the body of the mes- 
sage, see that they agree with the check, and otherwise 
satisfy himself that the message is correct in every way, 
and then will acknowledge receipt of the same by giving 
the signal OK, his personal sign and office call as follows : 
"OK VC BR" The operator at "HI" will time his sent 
copy according to the following form. 



TELEGRAPHY 87 

TIMING OF SENT COPIES. 

Copies of sent messages when transmitted should be 
timed in the following form: 1 BF 9.25 AM AH VC. 
"1" is the number of the message to Brookfield office on 
that day; "BF" the office call for Brookfield to which 
the message is being sent ; "9 125 A. M." the time trans- 
mitted; "AH" the sending operator's personal sign; and 
"VC" the receiving operator's personal sign. 

It is quite customary for the sending operator to place 
this form upon the sending blank with his left hand while 
transmitting the message with the right. It is found- 
quite difficult for operators of considerable experience but 
with constant trials the beginner can soon master this im- 
portant step. 

BREAKING IN COMMERCIAL MESSAGES. 

When breaking in commercial messages, should you 
miss in the message number, say — "No ;" in the sending 
operator's personal signal say — "wo;" in the check, say 
— "ck ;" in the name of the place from which it was sent* 
say — "fm ;" in the state, — say "state ;" m the date, say — 
"date ;" in the name of the addressee, say — "to ;" in the 
street number, or in the case of the party in whose care 
addressed, say — "comma (,) ;" in the beginning of the 
body or text, say ("period (.) ;" in the body or text give 
the last word received; in the signature, say "sig." If 
for any reason you should fail to receive a message after 
a part or all of it has been transmitted, or in case you 
make a "bull" in your copy which would make it neces- 
sary to have the message repeated, say — "ga anr" or 
"ga ahr." 



88 TELEGRAPHY 

MISTAKES IN CHECKS. 

Suppose that in the following message either the send- 
ing operator had failed to send, or the receiving operator 
had failed to copy, the word "wire." 
21 MD CR BP 10 Paid. 
Madison Wis. 22 
James Person, 

Kankakee, 111. 
Can you meet me Great Northern Chicago Monday 
wire answer. 

Milton Clark, 
10:14 AM. 

The receiving operator would at once discover that 
there was only nine words, in which case he would say s 
"9 w," meaning I have only "9 words." The sending 
operator would review his copy and find ten words, and 
would say "ck 10 Paid and make a period and repeat the 
first letter of each word as follows :c} r mmgncmw 
a." By following each letter closely the receiving opera- 
tor would discover that he had no word which com- 
menced with "w" after the word Monday and would say 
"ga monday;" the sending operator would repeat "mon- 
day wire answer" and the error would be corrected. 



COMMERCIAL MESSAGES EXPLAINED. 

In the following messages the combinations of letters 
inclosed in the parenthesis () are sent by the sending 
operator, but not copied by the receiving operator; those 
in quotations " " are copied by the receiving operator, 
but not sent by the sending operator. 



TELEGRAPHY 89 



MORE THAN ONE ADDRESS. 

When a message is addressed to two persons in the 
same place or town and delivery is to be made to each, 
it will be charged for as two messages. 

Example : 

(Sturges receives city.) 
(Hr city mk 2 cys No) 1 BN AN "HW" (ck) 10 Paid, 
(fm) Hannibal Mo 22 
(to) C L Brown and Geo Clark, 

I Sturges, Mo. 

(.) Meet me Kansas City Hudson House Eleven oclock 
Monday bring papers. 

(sig) P D Kitt 
"11 :15 AM" 

The manner of transmitting the above message will 
be determined by the manager or chief operator of the 
sending office. It may be sent to both persons at one 
transmission, or to each one separately ; if only one trans- 
mission is made the sending operator who makes the last 
transmission should tell the receiving operator to make 
2 copies, as follows: (Hr city mk 2 cys) so he may at 
one writing with manifold make a copy for each address. 

When a message is addressed to two persons in the 
same place or town and delivery is to be made to either, 
it will be charged as only one message, but the second 
address together with the connecting word "or" will be 
included in the count and charged for. 



9 o TELEGRAPHY 

Example : 

(Brookfield received city.) 
(Hr city No) 4 MR ED "RD" (ck) 14 Paid 3 exa wds. 
(fm) Palmyra Mo 22 
(to) J K Wheeler, or Ed Page, 

Care Bacon Elevator, 

Brookfield Mo 
(.) Phone Ella I bought load mules waiting for car home 
tomorrow. 

(sig) Wm Hopper 

"12 K Noon" 

In the above message we have 3 extra words which are 
the three extra words in the address, "or Ed Page" while 
there are only eleven body words. They are called extra 
words because they are not a part of the body, yet must 
be counted and charged for; therefore, they are men- 
tioned in the check as extra words. All words in a mes- 
sage which according to the rules must be counted and 
charged for, and are not in the body, are mentioned in 
the check as so many extra words. 

STREET ADDRESSES. 

Great care should be taken to obtain from the sender a 
good, clear address for each message. The importance 
of the address cannot be over-estimated. When the ad- 
dress given seems insufficient a better one should be re- 
quested. Example : 

(Moberley receives City.) 
(Hr City No) 41 BF FS "JK" (ck) 8 Paid 
(fm) Brookfield Mo 22 
(to) M L Quinn, 



TELEGRAPHY 91 

Traveling salesman for Hibbard Spencer Bartlett & Co., 
Try Hotels and 326 Wentworth Ave., 

Moberley, Mo. 
(.) Go to St Louis first train meet George answer. 

(sig) Mrs M L Quinn 
"3:iS P M" 

In the above address it might seem that extra words 
appear to be used, but whenever it is necessary to make a 
lengthy address, which will insure prompt delivery, do so 
rather than necessitate sending several service messages. 



MORE THAN ONE SIGNATURE. 

Whenever a message has two or more signatures and 
they are not in the nature of a firm, Mr & Mrs, or John 
Smith & Family, all will be counted and charged for ex- 
cept the last. Example : 

- (Shelbina receives City.) 
(Hr city No) 16 GH OA "HX" (ck) *i6 paid 3 exa wds. 
(fm) Birmingham Mo 22 
(to) Rev A L Appleby, 

Pastor M E Church 

Shelbina, Mo 
(.) Will you meet our Sunday School at picnic at Seven 
Oak Farm Friday. 

(sig) S M McGee, Elmer Ford. 
"4:25 PM" 

In this message we also have 3 extra words, as we 
:ount and charge for all signatures when there are more 
than one except the last. 



92 TELEGRAPHY 

TITLE WORDS. 

Whenever a signature has a title of more than two 
words or whenever there are words after the signature 
which are not title words, each word will be counted 
and charged for. Example: 

(Hannibal received Relayed.) 
(Hr tru No) 23 BN WR "GR" (ck) 12 Collect 3 exa wds 
(fm) St Louis Mo 22 
(to) Melvin Clarksdale, 

On Train No 6, H & St J Ry, 
Monroe Mo 
(..) Work Shelbina Geo Thompson here have wired firm. 

(Sig) Geo M. Holder, 
Agent Deering Machine Co 

"8:29 AM" 

In the above message we have four words after the 
signature, only one of them being a title word, "Agent" 
(which is allowed free) therefore, we count and charge 
for "Deering Machine Co" as 3 extra words together 
with 8 body words and the word "collect" in the check 
which is counted but not charged for. 

REPORTING DELIVERY. 

Whenever the sender of a message wishes the company 
to notify him of its delivery. 

Example. 

(Kansas City receives Relayed.) 
(Hr tru No) 8 CL CR "RG" (ck) 18 Paid 2 exa wds 

Rept Dely 



TELEGRAPHY 93 

(fm) Chicago 111 22 
(to) Dr J B Freeman, 
68 Main St, 
Macon, Mo 
(.) Will send papers today Title will have to be made 
perfect before I can accept it. 

(sig) Dr N J Moreland, 

"12:27 PM" 

In the above message there are two extra words in 
the check "Rept Dely" which are counted and charged for 
and placed there by the sending office to notify the re- 
ceiving office, that a notice of delivery must be given. 

Example : 

(Kansas City receives Relayed.) 
(Hr tru No) 3 CN RG "CR" (ck) 11 collect 
(fm) Macon Mo 22 
(to) Dr N J Moreland 

Chicago, 111. 
(.) Delivered your message to Dr J B Freeman nine AM. 

(sig) . L S McDonald, 
Manager "2:10 PM" 

REPEATED MESSAGE. 

Whenever the sender wishes his message repeated or 
telegraphed back to the originating office for compari- 
son. 

Example : 

(Kansas City receives City.) 
(Hr city No) 9 GH NS "G" (ck) 11 Paid 2 exa wds 

Rept Bk 
(fm) Birmingham Mo 22 



94 TELEGRAPHY 

(to) Adams Bros & Co, 

Kansas City Mo 
(.) Send by express Range casting twenty nine fifty four, 

(sig) Field Hdw Co. 

"7:14 PM." 

In the check of the above message there are two extra 
words "rept Back" which are counted and charged for. 
They are placed in the check by the sending office to 
notify the receiving office, that the message must be re- 
peated for comparison, which should be done immediate- 
ly before giving OK. A half rate will be charged for the 
repetition in addition to the charge for the message. 

SPECIAL DELIVERY. 

Delivery charges to be paid by the sender. 

Whenever a message is to be especially delivered be- 
yond the free delivery limits of the terminal office, and 
for which the delivery charges are not given in the 
tariff book and the charges are to be paid by the sender. 

Example : 

(Bucklin received City) 
(Hr city No) 12 CD SR "B" (ck) 11 Paid exa wds 

Rept Dely Chgs 
(fm) Laclede Mo 22 
(to) L A Martin, 
31-2 miles southeast town, 
Bucklin, Mo 
(.) When can you meet me to arrange contract. 

(sig) George Perdin. 

"10:18 AM" 

The above message is to be delivered by special mes- 
senger 3 1-2 miles southeast of Bucklin Mo and the 



TELEGRAPHY 95 

charges are to be paid by the sender. In which case 
the sending office inserts in the check the word "Rept 
Dely digs" which are counted and charged for. They 
are placed in the check to notify the receiving office to 
have the message delivered and notify them by Service 
of the amount of charges so they can be collected from 
the sender. 

When the charges are to be paid by the addressee. 

Whenever a message is to be specially delivered beyond 
the free delivery limits of the terminal office, and for 
which the delivery charges are not given in the tariff 
book, and the charges are to be paid by the addressee. 

Example : 

(Ottumwa receives relayed) 
(Hr tru No) 5 CR MK "JF" (ck) 12 Paid 3 exa wds 

Dely Chgs Gtd. 
(fm)Des Moines Ioa 22 
(to) S O Warren, 

Cattle Breeder 5 miles east, Chillicothe, Mo 
(.) Offer twenty five good steers average four five 
twenty. 

(sig) W A Drake, 

"9:03 AM" 

In this message we also have 3 extra words in the 
check "Dely Chgs Gtd" which are counted and charged 
for and placed there by the sending office to notify the 
receiving office, that the charges are guaranteed, but 
should be paid by the addressee. 

EXTRA DATES. 

Whenever a message is to be forwarded according to 
Rules. The name of the originating office and the date 



96 TELEGRAPHY 

will be counted and charged for as a part of the mes- 
sage. Example : 

(As message appears when first received at Boston.) 
25 BN FN WR 11 Collect 
Buffalo N Y 22 
John Brown, 
Transient, 

Boston, Mass. 
Meet me next Monday at ten oclock in the forenoon. 

H Smith, 
8:19 AM 

For example, if the above message had been sent by 
"this" line from Buffalo to Boston, and John Brown 
had left Boston. before the message arrived and had left 
a request, that all messages received for him be for- 
warded care Hudson House, Fall River, Mass. Boston 
would mark out certain words and add others as per 
following example : 

8:25 

Buffalo, N.Y. 22, Via Boston Mass-. 22 
John Brown, 

Transient ■ Care Hudson House, 

Boston* Mass - . - Fall River, Mass. 

Meet me next Monday, at ten o'clock in the forenoon. 

H. Smtth, 
8:19 AM 
(As message appears marked ready to forward.) 



TELEGRAPHY 97 

You will notice in the above message four extra words 
appear which are the originating office and the date 
(Buffalo, N. Y. 22) which are to be counted and 
charged for. In the check, numbers appear which are 
the tolls to be collected. Suppose the rate from Buf- 
falo to Boston to be 35 and 2 and from Boston to Fall 
River 25 and 2: then a 11 collect message from Buffalo 
to Boston would cost 35c and a 15 collect message from 
Boston to Fall River 33c. The message being a "re- 
ceived collect" message, in which case Boston would 
check it so the rate from Boston to Fall River which is 
33c would appear in the check first, as the "this" line 
tolls, and the rate from Buffalo to Boston which is 35c 
would appear in the check second, as the "other" line 
tolls. 

(As message appears when copied at Fall River.) 
B FB P 15 Colect 33 & 35 4 exa wds. 
Buffalo N Y. 22, Via Boston, Mass. 22, 
John Brown, 

Care Hudson House, 
Fall River, Mass. 
Meet me next Monday at ten oclock in the forenoon. 

H Smith 
8 139 AM. 

Fall River would deliver and collect from Brown ^Z 
& 35 or the total 68c. 

OTHER LINE MESSAGES. 

Whenever a message is to go over any "other" lines to 
reach the destination, the name of the transfer station 
should appear on the check from the originating office to 
the transfer office. Example: 



98 TELEGRAPHY 

(Kansas City receives Relayed.) 
(Hr tru No) 7 HI MS "WF" (ck) 7 Paid Via St Louis 
(fm) Chillicothe Mo 22 
(to) Alvin Perryman, 

Ballwin, Mo 
(.) Meet George St Louis Friday important business 
answer. 

(sig) M L Hardlin, 

"8:28 AM" 

In the check of the above message we have the words 
"Via St. Louis" which are not counted or charged for, 
only placed in the check to indicate that the message is 
paid Via St. Louis. 



Whenever a message is received over "other" lines at 
the proper station indicated by the tariff book, the name 
of the transfer office and also the date should appear on 
the same line with the originating office. Example: 

(Chillicothe receives City.) 
(Hr city No) 12 KC WF "MS" (ck) 9 Collect an ans 
(fm) Ballwin Mo 22 Via St Louis Mo 22 
(to) M L Hardlin, 

Chillicothe Mo 
( .) Will meet George Union Station ticket office Friday. 

(sig) Alvin Perryman, 

"1 :28 PM" 

It might seem in the above message that there were 
extra dates, but by referring to the tariff book we find 
that St. Louis is one of the proper places for a message 
from Ballwin to reach this Company's lines, and it is 
placed there, so the office of destination may know both 



TELEGRAPHY 99 

I the originating and the transfer office, in order that the 
tolls may be computed Via the transfer office. 

You will note that the above message is an answer to 
the preceding message and it is customary to send the 
answer to a message, when such message makes some 
request of the addressee, collect. In the check we find 
the words "an answer" which are placed there to remind 
the receiving office that it is an answer to some message 
which has been sent from his office; in case a prepaid 
message requires an answer the addressee may send an 
answer collect and will not be required to make a de- 
posit. 

WHEN AN ANSWER IS PREPAID. 

Whenever the sender of a message wishes to prepay 
for an answer to his message, the sending office will 
place in the check the wire signal "33" which will not be 
counted or charged for. Example: 

(Cameron receives City.) 
(Hr city No) 32 HB B "AS" (ck) 10 Paid & 33 
(fm) Hannibal Mo 22 
(to) Geo Thompson 

Mgr Foot Ball Team, 

Cameron, Mo 
(.) Can you accept our offer for thirteenth others want- 
ing date. 

(sig) M L Stevens, 

"8:10 AM" 



ioo TELEGRAPHY 

Upon receipt of a message bearing the wire signal 
"33" in the check, the receiving offices will if possible 
obtain an answer and send the same "collect" without 
requiring any deposit from the sender. 



NIGHT MESSAGES. 

A night message will be written upon a night mes- 
sage form; they are sent at reduced rates and if pre- 
sented any time during the day, and it is so requested, 
they will be accepted at night rates and held until 6 PM 
and sent as soon thereafter as possible. Example : 

(Kansas City Receives Relayed.) 
(Hr red tru No) 5 KG AN "SN" (ck) 12 Collect Night 
(fm) Breckenridge Mo 22 
(to) J L McCandlish 

Indianapolis, Ind 
(.) Offer ten cars good mill screenings seven ten im- 
mediate acceptance. 

(sig) Breckenridge Elevator Co. 

"9:45 AM" 

In the above message the word "red" is found in the 
signals which announce that it is to be copied on Night 
Message Form, and also in the check the word "night'' 
is placed, indicating that the message will be charged for 
at night rates. ALWAYS begin night messages with 
the word RED and also send the word NIGHT in the 
check. An office which is not kept open, will before 
closing, transmit its "night" messages; if any night 
messages are left over until morning they will be trans- 
mitted before new business is taken up. 



TELEGRAPHY 101 



CODE MESSAGES. 

Code messages are composed of words found in the 
ordinary dictionaries but so arranged as to give no mean- 
ing without the use of a code book; such messages are 
transmitted at ordinary tariff rates. Example: 

(Kansas City receives Relayed.) 
(Hr code tru No) 3 GH ED "MA" (ck) 6 Paid 
(fm) Birmingham Mo 22 
(to) Warner & Wilbur, 

Commission Merchants, 

Chicago, 111. 
(.) Alert Anvil and abacus demand probable. 

(sig) Robert Elliott 

"8:16 AM" 

A code message is usually preceded by the word 
"code" which puts the receiving operator on his guard. 
The above message, to an operator, has no meaning, but 
should be handled very carefully and every letter sent 
and copied unmistakably correct, and be very particular, 
crossing every "t" and dotting every "i," so they may 
be readily translated by the addressee. Translated the 
above message would read "Buy 10,000 bushels No 2 
wheat for May delivery and buy 100 bales of January 
cotton margin twenty points." Much money is there- 
fore saved in telegraphing by the use of codes. All lead- 
ing branches of business have separate and different 
codes and it would be useless to try to decipher their 
messages without a copy of their code book. 



J02 TELEGRAPHY 



CIPHER MESSAGES. 



Cipher messages are in reality used for the same pur- 
pose as code messages. They are composed in whole, or 
part, of figures, letters, characters or words not con- 
tained in dictionaries or a combination of either or all of 
them, having no sense unless interpreted by means of a 
key in possession of the sender and receiver. Example : 

(St. Joseph receives City.) 
(Hr city No) 5 BN RK "TD" (ck) 29 Paid Cipher, 
(fm) Hannibal Mo 22 
(to) Keller Mfg Co. 

1225 Madison St. 

St. Joseph Mo 
(.) Maeotis qr7ef 1740 aedeui zyrstf96 heavy qzrnm 
9658. (sig) Johnson & Co. 

"9:19 AM" 

To count the above message study the rule covering 
such messages. The receiving operator should not OK a 
cable, code, or cipher message until he has repeated the 
body to the sending operator for comparison. This 
should be done to protect against possible errors, regard- 
less of the requirements of the rules. 

GOVERNMENT MESSAGES. 

Government messages relate to the official business of 
the government and have preference over all other busi- 
ness. Example : 

(Moberly receives City.) 
(Hr pink govt No) 56 KC FL "Z" (ck) 13 Paid Govt. 



TELEGRAPHY 103 

(fm) Washington D C 22 
(to) Weatherman, 

Moberly, Mo 
(.) Generally fair tonight and Tuesday warmer west 
portion tonight. 

(sig) Cox 
"4:38 PM" 

In all government messages you count the address, 
body words and the signature, or commence after the 
word "to" and count everything. ALWAYS begin a 
government message with the word GOVT, and also put 
the word GOVT in the check. 



DEAD-HEAD MESSAGES. 

Messages of employes of an urgent social or domes- 
tic character may be sent free and the check will show 
the reason for its acceptance without payment of the 
tolls. Example : 

(Sturges receives City.) 
(Hr City No) 5 MA RN "Q" 9 D H Opr 
(fm) Ottumwa Ioa 22 
(to) Edgar P Walker, 

Sturges, Mo 
(.) Mother and Mollie leave tonight meet them seven 
o*lock. 

(sig) G L Walker 

"7-33, PM" 

A message of this sort must be approved by the man- 
ager or superintendent in accordance with the rules. 



104 TELEGRAPHY 



CABLES. 

Cable messages sent or received should be written on 
cable blanks and must always be prepaid. Example : 

(Form of Transmission) 
(Hr Cable No) 8 CN MS 
(fm) Liverpool 5 
(to) Sherlock 

St. Louis (Mo) 
(.) Abhor 36-4 

(sig) Ole 

In cables the check is not sent, only the number of 
words which appear immediately after the originating 
point. No date is given in transmission, but is filled in 
by both sending and receiving operator. To count cables 
begin at the word "to" and count everything except 
where the state is in parentheses ( ). It is not to be 
counted. If it is not in the parentheses it is to be 
counted. Counting of cables will be found different 
from messages, and a thorough study of the cable rules 
is needed. ALWAYS repeat the cables, and time them 
on the face with both sending and receiving operator's 
signal. 



A press message, or query, should be written upon a 
pink blank at a relay office, and should receive prompt 
service. The check of such message shall contain the 
words "Day Press rate" or "Night press rate" the same 
as press for publication. 

They are sent by some newspaper correspondent to 
some newspaper stating some happening or occurrence 



TELEGRAPHY 



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(*Form as received and copied.) 



io6 TELEGRAPHY 

and inquiring the amount of matter desired for publica- 
tion; they are charged for at the same rate as press for 
publication. No message to be rated less than ten words. 
Example : 

(Kansas City receives Relayed.) 
(Hr tru pink No) 12 Hi Z "DA" (ck) 18 Collect N P R. 
(fm) Chillicothe Mo 22 
(to) Chicago Record, 

Chicago, 111 
( .) Nancy Bell takes three out of five best time 216 3-4 
Good story how much. 

(Sig) Morgan, 

"7:55 PM" 

PRESS SPECIAL. 

A despatch addressed to some newspaper containing 
an account of some happening or occurrence for pub- 
lication, is charged for at press rates. Example: 

(Chillicothe receives press special.) 

(Hr spl No) 29 KC AB "B" (ck) 70 Collect N P R 

(fm) St Louis Mo 22 

(to) Constitution, 

Chillicothe Mo 

(.) Tony Faust's restaurant on Broadway, opposite the 
Olympic, was the scene of a robbery some time dur- 
ing the early hours of this morning, in which $4,100 
in cash was stolen. The police are looking for 
Henry Stetten, alias Henry Stegger, who was em- 
ployed as a bartender at the catering establishment, 
and who is suspected of having some knowledge of 
the crime. 

Filed 7:10 PM (sig) Hemmings 

"7:25 PM" 



TELEGRAPHY 107 

In the foregoing press message we have 70 words, 64 
of which are the body, 1 in the check, and 5 in the Filing 
Time, which when placed in the body of despatches will 
be transmitted, counted and charged for. 



SERVICE MESSAGES. 

A message, pertaining to messages, which have been 
sent, regarding their delivery, collection of charges, etc., 
is called a service message. 



ABBREVIATIONS USED. 

N S N — No such number. 

B B A — Give better address. 

G S A — Give some address. 

S F S — See former service. 

S Y S — See your service. 

D F S — Disregard former service. 

92 — Deliver. 

Deld (or 92d) — Delivered. 

Undeld — Undelivered. 

Dely — Delivery. 

Dely chgs gtd — Delivery charges guaranteed. 

Rept dely chgs — Report delivery charges. 

Rept dely — Report delivery. 

Spl dely — Special delivery. 

Sgd (or) sined — Signed. 

Gte — Guarantee. 



.08 TELEGRAPHY 



FORMS USED IN TRANSMISSION. 

(Hr tru No) 28 MO K "FQ" (ck) Svc (or) Ofs. 
(to) Omaha Nebr 

(.) S F S yours red date Williams sgd Harrison 926. 
OK. 

(sig) Monroe Mo. 22 

"5 46 PM" 

You will note that the above service or office message 
has no "from" and the number of the words are not men- 
tioned in the check; it is also addressed to the name of 
an office and signed by the name of an office; the signa- 
ture also contains the date. Never address a service 
message to an operator, agent, or any other person, ex- 
cept in making an answer to some service from a large 
office which might be signed for example: "Clark Chi- 
cago 111 22/' in which case you would address your ser- 
vice message to "Clark Chicago 111." 

EXPLANATION AND DIFFERENT FORMS USED. 

Whenever a message is received with a request in the 
check to "Rept dely chgd," the receiving office will have 
the message delivered, pay the special messenger and 
send a service. Example: 

To Laclede, Mo. 

Dely chgs yours date Martin sgd Perdin One dollar 
which we check you other lines. 

Bucklin, Mo. 22. 

Whenever a message is received with the words "Dely 
chgs gtd" in the check, and the addressee refuses to pay 



TELEGRAPHY 109 

for the special delivery, the receiving office will pay the 
special messenger and in accordance with the RULES, 
send a service. Example: 

To Cameron, Mo. 

We check you One Fifty other lines Dely yours date 
Warren sgd Drake. 

Chillicothe, Mo. 22. 

Whenever a message is received, and the addressee 
lives outside the free delivery limits, and the delivery 
charges have not been provided for, ask about the de- 
livery charges by service. Example : 

To Madison Wis. 

John Benson lives four miles out do you gte One Twenty 
Five Dely yours date sgd Clark. 

St. Louis Mo. 22. 

When a service similar to the above is received and 
the delivery charges are guaranteed by the sender. 
Example : 

To St. Louis, Mo. 

SYS we gte One Twenty Five Dely chgs ours date Ben- 
son sgd Clark. 

Madison Wis. 22 

The above service must be charged for in accordance 
with the RULES. 

WHEN CHARGES ARE NOT GUARANTEED. 

To St. Louis, Mo. 

SYS ours date Benson sgd Clark chgs not gtd, pis drop 
in P. O. 

Madison Wis. 22 



no 



TELEGRAPHY 



WHERE THE STREET NUMBER MENTIONED IN THE ADDRESS 
OF A MESSAGE CANNOT BE FOUND. 

Example : 

To Battle Creek, Mich. 

N S N as 324 East Lake St and Huffman & Son un- 
known at 324 West Lake St, G B A or cant 92 your 
date sgd Peterson. 

Indianapolis, Ind. 22. 

WRONG ADDRESS. 

To Geneva, 111. 
M L Sacket unknown at 1262 Wentworth Ave, G B A 
or cant 92 yours date sgd Mitchell. 

Clark, Chicago, 111. 22. 

CORRECTED ADDRESS. 

To Clark Chicago, 111. 

Ours date Sacket sgd Mitchell is addressed to 1282 

Wentworth Ave, Not 1262 we repeat 1282, S Y S 

and advise. 

Geneva, 111. 22.. 






WHEN MESSAGE IS DELAYED. 

To St Joseph, Mo. 

Can't 92 until 8 AM yours Meek & Co sgd Clayball, of- 
fice closed for the night and residence unknown. 

Boston, Mass. 22. 



TELEGRAPHY III 

IF THE ADDRESSEE OF A COLLECT MESSAGE REFUSES TO 
PAY FOR THE SAME. 

f o New York, N. Y. 

Collect there yours date Hutson sgd Reedy payment re- 
fused. Toledo, Ohio. 22. 

WHEN A MESSAGE HAS BEEN LOST OR NOT UNDERSTOOD, 
ASK FOR DUPLICATE. 

To Quincy, 111. 

Duplicate quick yours date Carlton sgd Manning, mes- 
sage not understood. 

Galesburg, 111. 22. 

ASKING FOR DUPLICATE OF A CERTAIN WORD. 

To Rawlins, Wyo. 

Duplicate eighth body word yours Nelson sgd Hender- 
son. Medicine Bow, Wyo. 22. 

DUPLICATING A CERTAIN WORD. 

To Medicine Bow, Wyo. 

SYS eighth body word ours date Nelson sgd Hender- 
son is "waste" we repeat it "waste. " 

Rawlins, Wyo. 22. 

WHEN NO STREET ADDRESS IS GIVEN. 

To Adams, Nebr. 

G S A or can't 92 your red 21st Parker sgd Ammer- 

man. Englewood, 111. 22. 

Whenever the check in a message is anything else 
than "Day," it should be mentioned as in the above mes- 
sage. 



ii2 TELEGRAPHY 

WHEN A SERVICE HAS BEEN SENT AND ANOTHER FOLLOWS 
CHANGING THE FIRST. 



To Adams, Nebr. 

DFS have 92 OK your Red 21st Parker sgd Ammer 
man. Englewood, 111. 22. 

WHEN THE ADDRESSEE HAS CHANGED RESIDENCE. 

To Pattensburg, Mo. 

Clifton Pub Co. have moved from 936 West Clay St an< 

present address unknown G B A or can't 92 your; 

yesterday sgd Adams Bros. Clark, Chicago, 111. 22. 






WHEN THE ADDRESSEE LEAVES TOWN BEFORE A COLLECT 
MESSAGE ARRIVES FOR HIM. 

To South Bend, Ind. 

Allen Thompson left city before yours date sgd Mer- 
dock arrived. Collect there. Warsaw, Ind. 22. 

WHEN A MESSAGE IS SENT TO WRONG DESTINATION. 

To St Joseph, Mo. 

File but do not check ours red 21st Randall sgd Peterson 
should have been sent to St Louis, Mo. have resent 
it to St. Louis. Chillicothe, Mo. 22. 

ASKING FOR QUICK ANSWER. 

To Milwaukee, Wis. 

Pis get quick answer or reason why ours yesterday Stock- 
ton sgd demons. Minneapolis, Minn. 22. 



TELEGRAPHY 113 

NUMBER SERVICE MESSAGES. 

To Chicago, 111. 

Yesterday sent 97 receive^ 210. Kansas City, Mo. 22. 

To Kansas City, Mo. 

No record your No 97 yesterday, Pis give skeleton. 

Hitchcock, Chicago, 111. 22. 

GIVING SKELETON. 

To Hitchcock, Chicago, 111. 

Ours yesterday No 97 to you ck 13 Paid fm Brecken- 
ridge, Mo. to James Armstrong Milwaukee, Wis. sgd 
Widley Bros, reed opr MA 2 125 PM, S Y S and ad- 
vise. Kansas City, Mo. 22. 

COMMERCIAL NEWS DEPARTMENT. 

That department of commercial telegraph which gath- 
ers and furnishes by wire, quotations and other news 
of grain and provision market. 

The grain and provision market opens at 9 130 A. M. on 
the board of trade, and the quotations are sent out at 
different times until 1:15 P. M., except on Saturdays, 
when the close is sent at twelve o'clock, noon. 

ABBREVIATIONS. 
GRAIN. PROVISIONS. 

W Wheat P Pork 

C Corn L Lard 

O Oats S R (or) R . . . Short Ribs 



114 TELEGRAPHY 



/ 

OPTION MONTHS. 



F . . . January N July 

G February Q August 

H March U September 

J April V October 

K May X November 

M June Z . . . December 



gratn c n d. 

(Hr end No) 4 CH AC "GO" (ck) C N D 

(fm) Chicago 111 22 

(to) Quincy 111 

(.) WZ 1.05J4, K 1.0454 

CZ 41^, K 40^4 ©40^ 
OZ 30, K 29^ 

(sig) 9 : 3° AM Opening. 
"9:41 AM" 



PROVISIONS C N D 

(Hr end No) 5 CH AC "GO" (ck) C N D 
(fm) Chicago 111 22 
(to) Quincy 111 
( .)PZ 13.00, K 12.50 
iJZ 765, K 7.85 
SRZ 9.70, K 10.00 

(sig) 9 : 3° AM Opening. 
"9:43 AM" 



TELEGRAPHY 115 



ABBREVIATIONS USED IN LIVE STOCK C N D 

A Exact Receipts M Heavy 

B Exports N Light 

C Sales P Premium 

J Left Over X Mixed 

K. . . .Receipts Day Before 

OPENING LIVE STOCK C N D. 

(Hr end No) 2 KC NF "SR" (ck) CND 
(fm) Kansas City Mo 22 
(to) Cameron Mo 

(.)Hogs 20,000 prospects stronger. 
Cattle 10,000 prospects steady. 
Sheep 6,000 prospects unchanged. 

(sig) 7:10 AM Opening. 

"7:18 AM" 

THE 8 !40 AM CND. 

(Hr end No) 25 KC NF "SR" (ck) CND 

(fm) Kansas City Mo 22 

(to) Cameron Mo 

(.) A 20,000 B 11, 292 C 5,121 J 2,854 K 21,000 aver- 
age higher. M 50o@5*7^ N 460(0)505, P 500(0)517, X 
460(0)505. Cattle 10,000 including 300 southerns. Na- 
tive steers 400(^625. Southern Steers 250(0)375. Na- 
tive Cows and Heifers 150(^450. Stocker. and Feed- 
ers 225 ©425. Westerns 300(0)450. Sheep, 6,000. 
Muttons 325(0)380. Lambs 400(3)415. Range wethers 
325(0)400. Ewes 275(^360. 

(sigi 4:40 AM 

"8:48 AM" 



n6 TELEGRAPHY 



GRAIN SPECIAL FOR PUBLICATION. 






(Hr spl No) 56 KC J "AD" (ck) Collect DPR 

(fm) Kansas City Mo 22 

(to) The Gallatin Democrat, 
Gallatin, Mo 

( .) Wheat— 198 cars — Dec. $1.05^; May, $1.0454; 
cash No. 2 hard, $1.07*4(0)1.10; No. 3, $1.04(0)1.08; No. 
4, 96c@$i.04; rejected, 85@94c; No 2 red, $1.12; No. 
3, $i.o8@i.io; No. 4, 98c@$i.o6. 

Wheat — Higher. 

Corn — Dec. 41^ ; May 40^(0)40%; cash; No. 2 
mixed, 48c ; No. 3, 47^ No. 2 white, 48^ ; No. 3, 48® 
48%c. 

Oats — No. 2 white, 30@32c ; No 2 mixed, 29^c. 

(sig) Watkim 

Filed 4:37 PM. "4:40 PM." 



INDEX 

MOVEMENT OF TRAINS. 

The Train Brakeman 5 

Freight Brakeman 6 

Passenger Conductor 9 

Freight Conductor 12 

Dispatchers; Trainmaster; Division Superintendent. . 15 

Chief Train Dispatcher 16 

The Trainmaster 19 

Division Superintendent 22 

iThe Manifestations of Color Blindness — How to De- 
tect It 27 

Heating Passenger Cars 41 

The Baker System 41 

The Original or Old Style Ordinary Baker 

Heater 42 

Circulating Drum, or Water Reservoir and Ex- 
pansion Chamber 44 

Showing Plan of Piping, Coil, and Circulation 

Drum 45 

Improved Fire-Proof Heater. 47 

Automatic Regulator and Pressure Indicator ... 49 

Double Coil or Two-Circulation Heater 50 

Arrangement Illustrating Method of Filling the 

Heater Circulation System 53 

Baker Steam Attachment Shown Fitted to Heater 58 

Details of Improved Baker Steam Attachment. . 59 

Standard Heating System 60 

i 



11 INDKX 

Heating Passenger Cars — Continued. 

Train Pipe Valve 61 

Extension Handle 62 

• Automatic Steam Trap * 64 

Diagram Showing Minimum Pitch to Be Given 

to Steam Trap . . . . 65 

Direct Steam Heating System 66 

Steam Inlet Valve . 67 

Angle Valve . 68 

Reducing Valve 69 

Gauge for Steam Heating 70 

Steam Coupler Troubles 71 

Coupling of Heads 72 

The Economy Car Heating System 74 

Action of the Locks 75 

Pipe Connections 78 

Three- Way Cock Located in the Exhaust Pipe . . 80 

Operation 81 

Showing Location of Apparatus 82 

Showing the Piping of Economy Car Heating 

Apparatus 83 

Showing Location of Apparatus 85 

Relief Valve 86 

Gold's Steam Heating Apparatus 87 

Gold's Heating Apparatus, Its Application to Lo- 
comotive 88 

Improved Temperature Regulator 89 

Sectional View Improved Temperature Regu- 
lator 91 

Pressure Radiator Dial 93 

Explanation of Plate V 93 

Gold's Improved Direct System for Heating Pas- 
senger Cars 94 



INDEX 111 

Heating Passenger Cars — Continued. 

Cylinder Containing Bricks for Storing Heat ... 95 
Gold's Improved Storage System for Heating 

Compartment Cars 97 

Duplex Coils 99 

Sectional View Duplex Coils 100 

Gold's Improved System of Hot Water Circula- 
tion 101 

Gold's Improved System of Hot Water Circula- 
tion 102 

Combination Automatic Lock and Hose Support. 103 
Combination Automatic Lock and Hose Support. 104 
Combination Automatic Lock and Hose Support, 

Attached to a Car 105 

Vapor Heating 107 

Expansive Diaphragm 108 

Details of Operation 109 

Details of Vapor Regulator no 

Heating Cars with Electricity 115 

Completed Coil for No. 143-LL Heater Show- 
ing Resistance Coil, Porcelain Plates and 

Lead Wires 116 

Electric Heater in Position 117 

Heater Enclosed in Insulated Iron Casing; Wir- 
ing Shown in Moulding 117 

Diagrams of Wiring Electric Heating System. . . 118 
Electric Couplers Used for Heating Trains by 

Electricity 119 

A Quick-Break Knife Switch 120 

Catechism of Steam Heating 122 

Making Up Trains 122 

Regulation of Temperature 122 

Changing Engines 123 



IV INDEX 

Catechism of Steam Heating Apparatus of Trains. . .124 

Operation of the Apparatus 127 

Care of the Apparatus 129 

Responsibility of Employes 131 

Lighting Passenger Cars 133 

Present Form 138 

Old Form. 138 

Showing a Two-Flame Ordinary Pintsch Gas 

Lamp, in Baggage Car 141 

The Regulator Used with the Mantles for In- 
verted Burners 142 

Showing Proper Flame 143 

Inverted Burner Lamps in Passenger Coach. . . .144 

Inverted Burner Lamps in Dining Car 145 

Instructions to Foremen and Inspectors for the 
Use of Pintsch Gas Equipment at Terminal 

Points 146 

Instructions to Trainmen for the Care of Pintsch 

Gas Car Equipment 148 

Gold's Improved System of Acetylene Car Lighting. .150 
Interior of Coach with Gas Generator Installed. .151 
Top of Generator Projecting Through Roof of 

Sleeping Car 152 

Generator Applied to a Coach 154 

The Safety Storage System of Acetylene Light- 
ing for Railway Cars 155 

Safety Storage Tank Broken to Show the Asbes- 
tos Discs 155 

Charging Plant of the N. Y., N. H. & H. R. R., 
Providence, R. I., Showing 5,000 Cu. Ft. 
Holder 156 



INDEX V 

Gold's Improved System of Acetylene Car Lighting — - 
Continued. 

Ground Plan of Generating and Compressing 
Plant, N. Y., N. H. & H. R. R„ at Provi- 
dence, R. 1 157 

Ground Plan of Gas Holder 158 

General Acetylene Generator 159 

Generating and Compressing Plant of the D., L. 

& W. R. R. at Hoboken, N. J ' . . 160 

N. Y. C. & H. R. R. Day Coach equipped 

with the Safety Storage System 161 

Erie Mail Car 162 

D., L. & W. Cafe Car 163 

N. Y., N. H. & H. Car Equipped with the Safety 

Storage System 164 

Sections of Cars Showing Equipment 165 

The Electric Car Lighting System 166 

Generator Showing Perforated Pulley and Sup- 
porting Arms 167 

Side View of Bucker Showing Coupler Head. . . 168 

Automatic Switch 169 

Bucker with Lower Frame Removed Showing 

Armature in Lower Frame 169 

Wiring, Fixtures and Lamps 170 

Partial Theoretical Wiring Diagram 171 

Relative Position of Bucker and Junction Box on 

Bottom of Car Body 172 

Arrangement of Circuits 173 

Battery Current Regulation. , . 175 

Car Generator . . . .177 

Car Generator Showing Outside Suspension Pul- 
ley End 177 



VI INDEX 

Car Generator — Continued. 

Side View of Generator Showing Armature Pul- 
ley, Axle Pulley, Belt and Tension Mechan- 
ism , 178 

Belt Tension Mechanism 179 

Pulleys and Belts 179 

Side View of Generator Showing Lower Frame 
Swung Down, Exposing Internal Parts, 

Armature Remaining in Upper Frame 180 

Advantages of Bliss Suspension 180 

Generator Field Coils and Retainers 181 

End View of Generator, Showing Bearing Head 
and Hand Hole Cover Removed, Exposing 

Automatic Brush Mechanism 182 

Complete Generator Armature and Pulley, Auto- 
matic Brush Mechanism and Armature Coil. 183 

Armature 183 

Spider and Removable Shaft, 184 

Armature Shafts and Nuts of Generator and 
Bucker, Showing Spider and Removable 

Shaft Construction 184 

End View of Generator Showing Bearing Head 

and Hand Hole Cover Removed 185 

Journals and Lubrication 186 

Brushes 186 

Capacity and Rating 186 

Brush Mechanism and Automatic Pole Changer. 186 
Automatic Brush Mechanism and Flexible Cables. 187 

Bucker 188 

Bucker with Lower Frame Removed, Showing 

Armature in Upper Frame 189 

Armatures 19° 

Complete Bucker Armature and Shaft 190 



INDEX Vll 

2ar Generator — Continued. 

Bucker Field Coils and Pole Pieces. . . . . 190 

Field Magnets 190 

Brush Holders. , 191 

Bucker Brush Holders and Details 191 

Bearings 191 

Terminals and Connections 192 

Interior View of Bucker Showing Construction 
of Upper Frame, Brush Holders and Wir- 
ing 192 

End View of Bucker Showing Complete Coupler 
Head and Block and Method of Connecting 

Car Wires 193 

Operation of the Bucker. .' 193 

Constant Lamp Voltage 194 

Regulation of the Generator 195 

Economy of the Bucker 195 

Generator Switch 195 

Complete Theoretical Wiring Diagram 196 

Generator Switch in Single Section Iron Box. . .197 

Construction 197 

Operation 198 

Triple Contact 198 

Generator Switch with Four-Circuit Panel Board 

in Double Section Iron Box 199 

Fuse Deck .......,,*, 200 

Adjustable Shunt ....... 200 

Emergency Exciter Switch 201 

Junction Box 202 

Front View Junction Box, with Cover Removed.202 

rhe Standard Code Train Rules 203 

General Rules 203 

Definitions 204 



Vlll IND£X 

Rules for Single Track .206 

Standard Time 206 

Certificate of Watch Inspector 207 

Time Tables 208 

Signal Rules 209 

Visible Signals 209 

Hand, Flag and Lamp Signals 210 

Audible Signals , ... 210 

Air Whistle or Bell Cord Signals 212 

Train Signals 212 

Use of Signals 213 

Superiority of Trains 214 

Movement of Trains '. 215 

Rules for Movement by Train Orders 220 

Forms of Train Orders 228 

Fixing Meeting Points for Opposing Trains. . . .228 
Directing a Train to Pass or Run Ahead of An- 
other Train . . ., 228 

Giving Right to a Train over an Opposing Train . 229 

Time Order 230 

For Sections 231 

For Changing Sections 232 

Extra Trains 234 

Work Extra 235 

Holding Order 236 

Annulling a Schedule or a Section , . 237 

Annulling an Order 237 

Annulling Part of an Order 237 

Suspending an Order or Part of an Order 238 

Rules for Double Track 238 

Signal Rules 23Q 

Train Signals 239 

> Use of Signals 240 



INDKX IX 

Forms of Train Orders — Continued. 

Superiority of Trains 240 

Movement of Trains 241 

Rules for Movement by Train Orders 243 

Form of Train Orders 244 

Work Extra 244 

Annulling Part of an Order . s 246 

Providing for a Movement Against the Current 

of Traffic 246 

Providing for the Use of a Section of Double 
Track as Single Track 247 

Rules Regulating Movement of Trains Against the 
Current of Traffic on Double Track by 
Means of Block Signals 248 

Rules Governing the Movement of Trains with the 
Current of Traffic on Double Track by 
Means of Block Signals 249 

Trainmen's Examination 250 

General Rules 250 

Rules for Single Track Standard Time 252 

Time Table 254 

Signal Rules 257 

Visible Signals 258 

Hand, Flag and Lamp Signals 259 

Audible Signals 262 

Air- Whistle or Bell-Cord Signals 265 

Train Signals 266 

Use of Signals 270 

Superiority of Trains 280 

Movement of Trains 281 

Rules for Movement by Train Orders 291 

Forms of Train Orders 301 



X INDEX 

Trainmen's Examinations — Continued. 

Extra Trains 308 

Work Trains 310 

Rulings of the American Railway Association 314 

Rights of Trains in Yard Limits. . . . 315 

Yard Engines 315 

Regular Trains Passing 316 

Extra Trains Passing 316 

Order 317 

New Time Table 319 

Arriving Time 323 

Clearance Card , 323 

Pilot 324 

Direction 324 

Color 324 

Blue Signal . 324 

Switch Lights \ . . 325 

Superseding an Order. 328 

Meeting Point 328 

Annulling a Section 333 

Does not Supersede 335 

Work Train 336 

Reverse Movement 336 

Size of Blank 337 

Interlocking Rules 343 

Definitions 343 

Rules 343 

Signalmen 344 

Enginemen and Trainmen . 348 

Repairmen 348 

Block Signal Rules 350 

Home Signals 351 



INDKX XI 

Enginemen and Trainmen 359 

Controlled Manual Block System 360 

Adjuncts 361 

Signalmen 363 

Enginemen and Trainmen 369 

Automatic Block System 371 

Adjuncts 372 

Distant Signals 372 

Train Order Signals 375 

Target Signals 376 

Semaphores, Common Types 377 

A Two-Position Train-Order Signal 378 

A Train Order Signal 379 

A Three-Position Signal 380 

Different Type of Three-Position Signal. ..... .380 

Semaphore (Double Arm) for Use on Single 

Track 384 

The Universal Semaphore 385 

Type of Semaphore Arm, Considered Standard. 386 

Types of Standard Semaphore Arms 387 

Semaphore Arm 388 

Cupola Identification Method 389 

The Manual Controlled System 391 

The Disc Type of Semaphore 392 

Home and Distant Signals 393 

Clear Indicated by Green Light 394 

Night Colors 395 

The Electric Train Staff System 395 

Absolute Staff Instrument with Pedestal 397 

Absolute Staff Instrument ...... 399 

Absolute Staff Instrument .....' 400 

The Permissive Feature 407 

Control of Signals 409 



Xll INDEX 

Train Order Signals — Continued. 

Staff Lever Lock 410 

Switch Locking 411 

Intermediate Siding and Junction Instruments. .411 

Pusher Engine Attachment .412 

Pusher Attachment 413 

Circuit Controller Attachment 414 

Circuit Controller Attachment 415 

Staff System on the Southern Pacific Railway. . .416 

Crane Staff Deliverer 417 

The A. B. C. System 418 

Table of Resistance for Electric Train Staff 

System 420 

Staff Catcher and Deliverer 422 

View Showing Staff in Crane Staff Deliverer 

Ready to be Taken by a Passing Train 423 

Eight Semaphore Signal Bridge Equipped with 

the Safety Storage System 425 

Block Signal Examination .427 

Signalling Catechism . j 432 

Ten Minute Block 435 

Definitions 435 

Signals used in Automatic Block 436 

Signals of Interlocking Plants 440 

Signals of Interlocking Plants 443 

Definitions 447 

Repairmen 45 1 

Pointers for Conductors 453 

Pointers to Brakemen 457 

General Rules Covering the Operation of Trains and 

Handling of Freight and Passengers 458 

Train-men Handling Brakes 474 

Detaching Engine or Cars — -, . .475 



INDEX X1U 

Trainmen Handling Brakes — Continued. 

Coupling Frozen 475 

Train Breaking into Two or More Parts 475 

Cutting out the Brake on a Car 475 

Conductor's Valve 476 

Burst Hose 476 

Brakes Not in Use 477 

Retaining Valve 477 

Train Air Signal 477 

Reporting Defects to Inspectors 478 

Starting Trains 478 

The Air Brake Association's Questions and 

Answers for Trainmen ■ 478 

Bursted Hose and Broken Train Pipes 479 

Break-in-Twos 480 

Use of Hand Brakes 481 

Bleeding-Off Brakes 482 

Rules for Giving First Aid to the Injured 484 

Shock 484 

Crushed Limbs 485 

Broken Limbs 485 

Transportation of the Injured 488 

Bruises 488 

Wounds or Cuts 488 

Burns and Scalds 490 

Electric Shock Accidents 491 

Appendices 493 



ADDENDA 

Railway Yards and Handling Cars 503 

Hump Yards . 503 

Classification Tracks 505 

'Cars : Handling in Yards 506 

In-Freight . 507 

Out-Freight . 508 

Transf ei* Freight 509 

Distribution of Cars 510 

Conditions Surrounding Distribution 510 

The Car Distributor • .511 

The Chief Dispatcher . 511 

Other Factors 513 

Coal Cars 514 

List of Freight Cars 517 

Repairs to Freight Cars 519 

M. C. B. Code of Rules 519 

Defect Card — Use of 520 

Wheels — Defects of . * 522 

Axles — Defects of 5 2 ^ 

Trucks — Defects of . . . . 5 2 § 

Brakes— Defects of 528-9 

Bodies — Defects of 529 

Combinations of Defects 53 1 

Instructions to Repair Men 53 2 ~539 

Repair Card — Use of 539 

Billing — Instructions for 541-553 

Destroyed Cars — Return of Trucks 553 

Damaged Cars — Sending Home 554 



INDEX 



Furnishing Materials 556 

Disputes — Settlement of 557 

Repairs to Passenger Cars 558 

M. C. B. Code of Rules 558 

Interchange of Equipment 558 

Wheels — Defects in 561 

Wheels — Steel-tired 562 

Responsibility — Whose 563 

Gas — Certificate required 563 

Questions and Answers : 

Examination Catechism covering Standard Rules 

Governing 5 6 5"587 

Repairs to Freight Cars for the Interchange of 
Traffic 565-587 

Train Dispatching by Telephone 588 

The C, B. & Q. System 591-595 

An Example of How It Works 595 

Dispatcher's Office Equipment 596 

Sub-Station Equipment 599 

The New York Central System .602-613 

Block-Signal Telephones 613 

Siding Telephones 614 

Calling Crews by Telephone 614 

Telephones in Wrecking Train Service 615 

Freight Yards — Telephone Service in 616 

Composite Service 617 

Long Distance Service 620 

Canadian Pacific System 621 

Interchange of Business 622 

Ownership Problems 622 

Summary of Points in Favor of Phones 624 



INDEX— PART II. 

Instructions for beginners. 3 

Learners' instruments, how to connect for 

practice 3 

Morse alphabet 6 

Transmission 9 

Position 9 

Movement io 

Exercises in sending n 

Hints in sending ij 

Punctuation 19 

Receiving 20 

Penmanship 21 

Battery 22 

Conductors and insulators 24 

Magnetism 24 

Electro-Magnet 25 

Key 25 

Relay 2j 

Adjustment of instruments 30 

Key 30 

Relay 30 

Sounder 31 

Switch board 31 

Ground wire 33 

General instructions for circuit 38 

Wire signals used in taking the circuit from others. . 41 

Numeral wire signals 41 

Abbreviations 42 

i 



ii INDEX 



General rules and instructions for telegraph employes. 5 

Chief operator 52 

Operator . .• 53 

Double order system 59 

General instructions in train order wire zvork 60 

Order of transmission. 60 

Acknowledgment of receipt of train orders 61 

How to copy orders on the forms 62 

Train order wire work 67 

Breaking in train orders 68 

Railroad telegrams 69 

General instructions in railway message wire work . . . 69 

Order of transmission 70 

How to copy messages on the forms 70 

Breaking in railway messages 73 

Car report local 75 

Car report foreign yy 

General instructions in commercial wire work 78 

Order of transmission 80 

Sending form 82 

Receiving form and how to copy on same 83 

Receiving form 84 

Timing of sent copies 87 

Breaking in commercial messages 87 

Mistakes in checks 88 

Commercial messages 88 

More than one address 89 

Street addresses 90 

More than one signature 91 

Title words 92 

Reporting delivery 92 

Repeated message 93 



;2 



INDEX iii 

Special delivery 94 

Extra dates 95 

Other line messages 97 

When an answer is prepaid 99 

Night messages 100 

Code messages 101 

Cipher messages 102 

Government messages 102 

Dead-head messages 103 

Cables 104 

Cable message form 105 

Press special 106 

Service messages 107 

Abbreviations used 107 

Forms used in transmission 108 

Explanation and different forms used 108 



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Automobile Hand Book — Brookes. Illus- 
trated 2.00 

Automobile, The Mechanician's Catechism 

— Swingle 1.26 

Blacksmithing, Modern — Holmstrom. Il- 
lustrated 1.00 . . • 

Boat Building, for Amateurs — Neison. Il- 
lustrated 1.00 . . • 

Bricklayers' and Masons' Assistant, The 

20th Century — Hodgson. Illustrated.. 1.50 ... 

Bricklaying, Practical, Self - Taught — 

Hodgson. Illustrated 1.00 ... 

Bungalows and Low Priced Cottages — 

Hodgson 1.00 . • • 

Calculation of Horse Power Made Easy — 

Brookes. Illustrated 75 ••• 

Carpentry, Modern. Vol. I — Hodgson. Il- 
lustrated 1.00 • • •; 

Carpentry, Modern. Vol. II — Hodgson. 

Illustrated 1.00 . . • 

Chemistry, Elementary, Self - Taught— 

Roscoe. Illustrated 1.00 ••• 

Concretes, Cements, Plasters, etc. — Hodg- 
son. Illustrated 1.50 . . • 

Correct Measurements, Builders' and Con- 
tractors' Guide to — Hodgson 1.50 ... 

Catechism, Swingle's Steam, Gas and 

Electrical Engineering 1.50 

Cabinet Maker, The Practical, and Fur- 
niture Designer — Hodgson. Illustrated 2.00 . . . 

Dynamo Tending for Engineers — Horst- 

mann & Tousley. Illustrated 1.50 . . . 

Dynamo — Electric Machines — Swingle. Il- 
lustrated 1.50 ... 

Electric Railway Troubles and How To 

Find Them — Lowe 1.50 ... 

Electric Power Stations — Swingle 2.50 . . . 

Electrical Construction, Modern. Illus- 
trated 1.50 

Electrical Dictionary, Handy, Weber 25 .50 

Electrical Wiring and Construction Ta- 
bles — Horstmann & Tousley 1.60 

Electricity, Easy Experiments in — Dick- 
inson. Illustrated i»*+ • • ♦. 



Price. 
Titles. Cloth. Lea. 

Electricity Made Simple — Hasklns. Illus- 
trated 1.00 ... 

Electric Railroading — Aylmer-Small. Il- 
lustrated 3.56 

Electro - Plating Hand Book — Weston. 

Illustrated 1.00 1.50 

Elementary Electricity, Up To Date — 

Aylmer-Small 1.25 ..* 

Estimator, Modern, for Builders and 

Architects — Hodgson 1.50 . . . 

Examination Questions and Answers for 
Locomotive Firemen — Wallace. Illus- 
trated 1.60 

Examination Questions and Answers for 
Marine and Stationary Engineers — 
Swingle. Illustrated 1.60 

Elevators, Hydraulic and Electric — Swin- 
gle. Illustrated 1.00 . . . 

Electrician's Operating and Testing 
Manual — Horstmann & Tousley. Illus- 
trated 1.60 

Farm Engines and How to Run Them — 

Stephenson. Illustrated 1.00 ... 

Furniture Making, Home — Raeth. Illus- 
trated * 60 ... 



Gas asil Oil Engine Hand Book — 

Brookes. Illustrated 1.00 1.50 

Hand Book for Engineers and Electri- 
cians — Swingle. Illustrated. Pocket 
Book Style 3.00 

Hardwood Finishing, Up-to-date — Hodg- 
son. Illustrated 1.00 ... 

Horse Shoeing, Correct — Holmstrom. Il- 
lustrated 1.00 ... 

Hot Water Heating, Steam and Gas Fit- 
ting — Donaldson. Illustrated" 1.50 . . . 

Heating and Lighting Railway Passen- 
ger Cars — Prior 1.25 ... 

Locomotive Breakdowns, with Questions 

and Answers — Wallace. Illustrated 1.60 

Locomotive Fireman's Boiler Instructor — 

Swingle 1.60 

Locomotive Engineering — Swingle. Illus- 
trated. Pocket Book Style 3.00 

Machine Shop Practice — Brookes. Illus- 
trated 2.00 . . . 

Mechanical Drawing and Machine Design 

— Westinghouse. Illustrated 2.00 ... 

Motorman, How to Become a Successful. 

Aylmer-Small. Illustrated 1.5t 

Motorman' s Practical Air Brake Instruc- 
tor — Denehie 1.50 

Modern Electric Illumination, Theory 
and Practice — Horstmann & Tousley. 
Illustrated 2.00 

Millwright's Practical Hand Book — 3wi*« 

gle. Illustrated i.00 . . , 

Modern American Telephony In All Its 

Branches — Smith. Illustrated - *4* 



Price. 
Titles. Cloth. Lea. 

Operation of Trains and Station Work — 
Prior. Illustrated 1.S9 

Painting, Cyclopedia of — Maire. Illus- 
trated 1.50 ... 

Pattern Making and Foundry Practice — 
Hand. Illustrated 1.60 

Picture Making for Pleasure and Profit — 

Baldwin. Illustrated 1.25 ... 

Plumbing, Practical, Up-to-Date — Clow. 

Illustrated 1.60 . . . 

Railway Roadbed and Track, Construc- 
tion and Maintenance of — Prior. Illus- 
trated ... 2.00 

Railway Shop Up-to-Date — Haig. Illus- 
trated 2.00 

Sheet Metal Workers' Instructor — Rose. 

Illustrated 2.00 

Signist's Book of Modern Alphabets — Del- 

amotte 1.50 

Sign Painting, The Art of — Atkinson... 3.00 

Stair Building and Hand Railing — Hodg- 
son. Illustrated 1.00 

Steam Boilers — Swingle. Illustrated 

Steel Square, A Key to — Woods 1.50 

Steel Square, Vol. I — Hodgson. Illus- 
trated 1.00 

Steel Square, Vol. II — Hodgson. Illus- 
trated 1.00 

Steel Square, A B C — Hodgson 50 

Steel Construction, Practical — Hodgson. 

Illustrated .50 

Storage Batteries — Niblett 50 

Sho' Cards, A Show At — Atkinson and 

Atkinson 3.00 

Stonemasonry, Practical, Self-Taught — 

Hodgson. Illustrated 1.00 

Telegraphy Salf-Taught — Edison. Illus- 
trated ± 1.00 

Telephone Hand-Book— Illus- 
trated 1.00 

Timber Framing, Light and Heavy — 
Hodgson 2.00 

Toolsmith and Steel Worker — Holford. 
Illustrated 1.50 

Turbine, The Steam — Swingle. Illustrated 1.00 

Walschaert Valve Gear Breakdowns and 
How to Adjust Them — Swingle. Illus- 
trated 1.00 

Wiring Diagrams, Modern — Horstmann 

& Tousley. Illustrated 

Wireless Telegraphy and Telephony — 

V. H. Laughter 1.00 

Wood Carving, Practical — Hodgson. Illus- 
trated 1.50 

THE RED BOOK SERIES OF TRADE SCHOOL 

MANUALS 

By F. Maire 

~* mo., Cloth, Illustrated. Price, each, $0.60 

Exterior Painting, Wood, Iron and Brick. 
Interior Painting, Water and Oil Colors. 
Colors, What They Are and What to Expect 

^om Them. 

Graining and Marbling. 
Carriage Painting. 
The Wood Finisher. 



MODERN LOCOMOTIVE 
ENGINEERING 



By C. F. SWINGLE, M. E, 




THE most modern and practical work published, treating upon th# 
construction and management of modern locomotives, both simpl* 
and compound. 

The aim of the author in compiling this work was to furnish to loco- 
motive engineers and firemen, in a clear and concise manner, such in- 
formation as will thoroughly equip them for the responsibilities of theit 
calling. The subject-matter is arranged in such a manner that the fire- 
man just entering upon his apprenticeship may, by beginning with chapter 
I, learn of his duties as a fireman and then, by closely following the make- 
up of the book in the succeeding pages, will be able to gain a thorough 
knowledge of the construction, maintenance and operation of all types of 
engines. 

Breakdown, and what to do in cases of emergency, are given a con- 
spicuous place in the book, including engine running and all its varied 
details. Particular attention is also paid to the air brake, including all 
new and improved devices for the safe handling of trains. 

The book oontains over 800 pages and is beautifully illustrated with 
line drawings and half-tone engravings. Plain, simple and explicit lan- 
guage is used throughout the book, making it unquestionably the most 
modern treatise on this subject in print, 

Size 5x6&. Pocket-book sijle. Full seal grain leather, with gold 
stampings and gold edges. Price, $3.00 

Sent Postpaid to any Address in the World upon Receipt of Price 

FREDERICK J. DRAKE & CO. 

PUBLISHERS 



CHICAGO, 



ILLINOIS. 



STANDARD EXAMINATION 

QUESTIONS and ANSWERS 

FOR 

LOCOMOTIVE FIREMEN 

Contains the three Regular Progressive Mechanical Examim 

ations adopted as Standard by the Traveling Engine^:'* 

Association; the answers by W. G. Wallace. 




Particulars of Valve Setting. Description of Link 
Motion, and more than twenty Link Motion 
Tables. Rules for Economical Firing. Full 
account of How to Fire with Oil for Fuel. Many 
Valuable Pointers; Miscellaneous Tables, also an 
Exhaustive Treatment of the Subject of Com- 
bustion. Fully Illustrated ::::::::: 



600 Pages, 16mo Full Leather Limp, Price $1 50 

Sent postpaid to any address upon receipt of price. 



FREDERICK J. DRAK C . & CO. 
Chicago, U. S. A. 








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